Reported Road Casualties on the Strategic Network 2018
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Transcript of Reported Road Casualties on the Strategic Network 2018
Reported Road
Casualties on the
Strategic Network 2018
I
High Level Summary High level summary of the validated 2018 personal injury collision and casualty data is provided
below.
Motorway A-road A-road dual A-road single
Collisions KSI 691 983 657 326
Total 4,029 4,431 3,307 1,124
Casualties KSI 807 1,180 754 426
Total 6,507 6,873 4,950 1,923
Traffic
(provisional) HMVM 607.2 339.8 285.0 54.8
The original format of this document is copyright to Highways England
202 8.0% - 2014 19.8% - MP
360 14.3% - 2014 24.8% - MP
359 7.2% - 2014 3.3% - MP
North East 214
4.9% - 2014 11.8% - MP
191 17.0% - 2014 4.5% - MP
18,708
Vehicles involved
8,460
Road traffic injury collisions
13,380
Resulting casualties
8.3%
Of all reported road
casualties in GB
250
Killed
1,737
Seriously injured
1,987
KSI
11,393
Slightly injured
II
Document Map
Reported Road
Casualties on the
Strategic Network
2017
Casualty
Summaries KSI
Regional
Monitoring
Points
Summary of
Network
Casualties
Collisions
Topics of
Interest
Appendices
2
3
4
5
Chapter
2018
III
Table of Contents High Level Summary ............................................................................................................................ I
Document Map .................................................................................................................................... II
1. Introduction .................................................................................................................................. 1
Background ........................................................................................................................... 1
Purpose of Document ........................................................................................................... 2
Understanding changes in reporting systems ........................................................................ 3
Structure of Document .......................................................................................................... 5
Summary Sheet of Fatal ....................................................................................................... 7
Summary Sheet of Serious ................................................................................................... 8
Summary Sheet of KSI .......................................................................................................... 9
Summary Sheet of Slight .................................................................................................... 10
Summary sheet of collision and casualty cost ..................................................................... 11
Regional KSI Values ........................................................................................................ 12
2. Network Summary ...................................................................................................................... 15
The SRN ............................................................................................................................. 15
Traffic Estimates and Economic Factors ............................................................................. 16
Traffic Estimates by Road Classification ............................................................................. 18
Traffic Estimates by Vehicle Type ....................................................................................... 20
3. Casualties .................................................................................................................................. 22
Roads ................................................................................................................................. 22
Casualties and likelihood of injury by road classification and severity ....................... 23
Motorway casualties and rates by severity ............................................................... 24
A-road casualties and rates by severity .................................................................... 25
A-road dual carriageway casualties and rates by severity......................................... 26
A-road single carriageway casualties and rates by severity ...................................... 27
Casualties involving road environment ..................................................................... 28
Vehicles .............................................................................................................................. 30
First point of impact .................................................................................................. 30
Casualties from vehicle interactions ......................................................................... 32
Casualties involving vehicle defects ......................................................................... 36
People................................................................................................................................. 38
Casualty severity trends ........................................................................................... 39
IV
Casualty by type and age ......................................................................................... 41
Casualties where human factors contributed ............................................................ 47
Contributory Factors ............................................................................................................ 52
Top 10 contributory factors by road classification ..................................................... 53
4. Collisions ................................................................................................................................... 55
Roads ................................................................................................................................. 55
Collisions and likelihood of injury by road classification and severity ........................ 56
Motorway collisions and rates by severity ................................................................. 57
A-road collisions and rates by severity ...................................................................... 58
A-road dual carriageway collisions and rates by severity .......................................... 59
A-road single carriageway collisions and rates by severity ....................................... 60
Collisions involving road environment ....................................................................... 61
Vehicles .............................................................................................................................. 63
Collisions by gender of driver ................................................................................... 63
First point of impact .................................................................................................. 64
Collisions involving vehicle defects ........................................................................... 66
People................................................................................................................................. 68
Collision severity trends ............................................................................................ 68
Collision by age of casualties involved...................................................................... 70
Collisions where human factors contributed ............................................................. 71
Contributory Factors ............................................................................................................ 76
Overview .................................................................................................................. 76
Contributory factors attributed to collisions ............................................................... 77
Top 10 contributory factors by road classification ..................................................... 78
5. Topics of Interest........................................................................................................................ 80
Fatally Injured Casualties .................................................................................................... 81
Fatal casualty infographics ....................................................................................... 82
Seriously Injured Casualties ................................................................................................ 85
Seriously injured casualty infographics ..................................................................... 86
Killed or Seriously Injured Casualties .................................................................................. 88
KSI casualty infographics ......................................................................................... 89
Slightly Injured Casualties ................................................................................................... 91
Slightly injured casualty infographics ........................................................................ 92
Child Casualties .................................................................................................................. 94
Child casualty summary ........................................................................................... 94
V
Young Motorist .................................................................................................................... 96
Casualties involving young motorists by severity ...................................................... 96
Cost of motoring effect on casualties involving young motorists ............................... 97
Casualties involving young motorists by road classification ...................................... 98
Contributory factors associated with young motorists ............................................... 99
Older and Elderly Casualties ............................................................................................. 100
Summary of older and elderly casualties ................................................................ 100
Weather ............................................................................................................................ 102
Casualties by weather type ..................................................................................... 102
Casualties by harsh weather type ........................................................................... 104
Casualties against measured temperature and rainfall ........................................... 105
Collisions by weather related contributory factors ................................................... 107
Junctions ........................................................................................................................... 108
Junction summary .................................................................................................. 108
Vehicle Defects ............................................................................................................. 111
Casualties resulting from illegal, defective or under-inflated tyres ........................... 111
Casualties resulting from defective lights or indicators ............................................ 112
Casualties resulting from defective brakes ............................................................. 113
Casualties resulting from defective steering or suspension ..................................... 113
Casualties resulting from overloaded or poorly loaded vehicle or trailer .................. 114
Goods Vehicles ............................................................................................................. 116
Changes in HGV and LGV traffic levels .................................................................. 116
Comparison of casualties and casualty rates involving goods vehicles ................... 116
HGV and LGV casualties by road classification and name ..................................... 118
Contributory factors ................................................................................................ 120
Motorcycle Users ........................................................................................................... 121
Motorcycle user casualties by severity .................................................................... 121
Casualties involving motorcycles by road classification and name .......................... 122
Hardshoulders ............................................................................................................... 124
Comparison between hardshoulders and lay-bys ................................................... 124
Hardshoulder and lay-by casualties resulting from fatigue or distraction ................. 125
Collisions Type .............................................................................................................. 126
Casualties by collision type and severity ................................................................. 127
KSI casualties by collision type and road classification ........................................... 128
Vulnerable and Non-motorised Users ............................................................................ 129
VI
Vulnerable and non-motorised KSI casualties by year ............................................ 129
Vulnerable and non-motorised KSI casualties by road type .................................... 130
Contributory factors ................................................................................................ 132
Journey Purpose ........................................................................................................... 135
Journey purpose summary ..................................................................................... 135
Journey as part of work .......................................................................................... 137
Commuting to/from work......................................................................................... 138
Towing ........................................................................................................................... 139
Towing summary .................................................................................................... 139
Contributory Factor Classification and Codes .............................................................................. 142
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1. Introduction Background
Highways England launched the ‘Home Safe and Well’ approach in 20191, which details the approach
to health, safety and wellbeing for staff, suppliers and road users. This is supported by other plans
including the National Incident and Casualty Reduction Plan: Our approach to road safety (NICRP),
which sets out the long term vision that no one should be harmed whilst travelling or working on the
strategic road network (SRN). Meeting the objectives set out in these documents will improve safety
and help to achieve our overarching aim of ‘everyone home safe and well every day’.
Following the principle of the Safe Systems Approach, the NICRP outlines how we are going to
achieve the strategic outcomes as an organisation and what we need to do to deliver successful
interventions on the ground. This includes the key performance indicator of reducing killed or
seriously injured (KSI) casualties on the SRN by 40 per cent by 2020 from the 2005-2009 baseline as
originally outlined in our Strategic Business Plan and as specified in the Operational Metrics Manual
(OMM).
Annual analysis of personal injury collisions on the SRN is a key component of monitoring and
evaluating progress toward the 40 per cent target. In addition to monitoring trends, Highways England
can use the data to identify road safety interventions, which are provided for in the Road Investment
Strategy2 and our Delivery Plan3.
This document forms part of the annual series Reported Road Casualties on the Strategic Network. It
provides a high level overview of personal injury collisions on the SRN, primarily based on STATS19
data, reported to or by the police, and supplemented by other sources to provide a more
comprehensive picture.
Further information regarding the personal injury collision and casualty data on the SRN can be
obtained from Highways England’s Strategic Safety Team4.
The overarching Great Britain (GB) STATS19 information can be found in the Department for
Transport (DfT) publication Reported road casualties in Great Britain: 2018 annual report 5 and
accompanying data tables. The high level unadjusted GB values can be summarised as follows:
There were 122,635 collisions involving 226,409 vehicles resulting in 160,597 casualties of all
severities as reported to or by the police. The casualties comprised 1,784 deaths, 25,511 serious
injuries (i.e. 27,295 KSI) and 133,302 slight injuries.
1 http://assets.highwaysengland.co.uk/about-us/Home+Safe+and+Well+Strategy+2019.pdf 2 https://www.gov.uk/government/collections/road-investment-strategy 3 https://www.gov.uk/government/publications/highways-england-delivery-plan-2015-2020 4 For enquiries to the Strategic Safety Team, email [email protected] 5 DfT Reported road casualties in Great Britain: 2018 annual report
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Purpose of Document
This document is intended for use by Highways England staff, service providers, supply chain and
those in the public arena with an interest. It provides quantified road safety information and guidance
that describes the current state of Highways England’s reportable network in terms of collisions and
casualties.
This information is designed to enable Highways England to:
• Assess the performance of the network in achieving the key performance indicator (KPI) of a
40 per cent reduction in KSI casualties by 2020 from the baseline (2005-2009)
• Identify opportunities to reduce the number of KSI casualties to contribute to the KPI
• Monitor and evaluate effectiveness of road safety actions
• Monitor changes in safety on the network year on year and against the baseline
• Provide a national safety perspective for balancing needs across the SRN
• Answer safety queries from the Government, stakeholders and other external partners
The collision and casualty information in this document and the accompanying appendices are based
only on STATS19 data, unless otherwise specified. STATS19 is the national database of personal
injury road collisions reported by, or to, the police. In this report percentage change values will not be
given where the base value is lower than 15 to prevent misrepresentation caused by random
fluctuations in values. Furthermore, a zero percentage is indicated where the base value is equal to or
greater than 15 but has the same value of the year being compared.
The information used to create these statistics are collected by police forces, either through officers
attending the scene of accidents or from members of the public reporting the accident in police
stations after the incident, or more recently online.
There is no obligation for people to report all personal injury collisions to the police (although there is
an obligation under certain conditions, as outlined in the Road Traffic Act). These figures, therefore,
do not represent the full range of all accidents or casualties in Great Britain.
All collisions that were reported by the police and that occurred on the strategic road network
involving at least one motor vehicle, horse rider or pedal cyclist, and where at least one person was
injured are included. Damage only accidents that do not result in personal injury are also excluded
from these statistics.
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Understanding changes in reporting systems
A key factor affecting road safety performance in recent years has been the change in recording
practice by some police forces. The DfT reported that 5:
“Approximately half of English police forces adopted the CRASH (Collision Recording and Sharing)
system for recording reported road traffic collisions [STATS19] at the end of 2015 or the first part of
2016, although Surrey has been using the system since November 2012. In addition, the Metropolitan
Police Service (MPS) switched to a new reporting system called COPA (Case Overview Preparation
Application), which went live to police officers from November 2016 [see Figure 1-1].
The remaining forces use a wide variety of systems to report accidents, in which police officers use
their own judgement and guidance to determine directly the severity of a casualty (‘slight’ or ‘serious’).
In contrast CRASH and COPA are injury-based severity reporting systems where the officer records
the most severe injury for the casualty. The injuries are then automatically converted to a severity
level from ‘slight’ to ‘serious’.
Eliminating the uncertainty in determining severity that arises from the officer having to make their
own judgement means that the new severity level data observed from these systems using injury
based methods are expected to be more accurate than the data from other systems.”
DfT commissioned the Office for National Statistics (ONS), “to quantify the effect of the introduction of
injury reporting systems (CRASH and COPA) on the number of slight and serious injuries reported to
the police” 5. This work is complete and the methodology paper Estimating and adjusting for changes
in the method of severity reporting for road accidents and casualty data: final report 6 was published in
July 2019. It is complemented by the Annex: Update to severity adjustment methodology 7 which was
published in September 2019.
The adjustment factors “estimate the level of slight and serious injuries as if all police forces were
using injury-based reporting systems” 5. As such if further police forces adopt the new injury reporting
methodology further adjustments is likely to be necessary.
The SRN has a higher proportion of its casualties reported by police forces using injury-based
reporting systems, hence the impact for the SRN is likely to be slightly higher.
This document shows the data as reported to or by the police and does not make any adjustments.
6 https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-main-results-2018 7 Annex: Update to severity adjustment methodology
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Figure 1-1 Police forces by reporting system in 2018
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Structure of Document
The structure of the rest of the document is as follows:
Chapter Description
2
Network
• Overview of the SRN and its unique properties
• Traffic estimates and economic factors
• Estimation of usage by road classification and vehicle type
3
Casualties
• Analysis of casualty and rate trends including by severity
• Analysis by road classification including by severity
• Snapshot of vehicle interactions, impact and defects
• Understanding of casualty trends by type and age
• Understanding the contributory factor influences on casualty numbers
4
Collisions
• Analysis of collision and rate trends including by severity
• Analysis by road classification including by severity
• Snapshot of vehicle impact and defects
• Snapshot of the types of drivers and riders involved in collisions
• Understanding the contributory factor influences on collision numbers
5
Topics of
Interest
Evaluation of topics of interest, including:
• Fatally injured casualties
• Seriously injured casualties
• Killed or seriously injured (KSI) casualties
• Slightly injured casualties
• Child casualties
• Young motorists
• Older and Elderly casualties
• Weather effects on the SRN
• Junctions
• Vehicle Defects
• Goods vehicles (HGVs and LGVs)
• Motorcycle users
• Hardshoulders and lay-bys
• Collision type
• Vulnerable and non-motorised users
• Journey purpose
• Towing
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A to X
Appendices
(provided as
a separate
document)
• Appendix A – Glossary of terms
• Appendix B – Collisions
• Appendix C – Casualties
• Appendix D – Traffic and collision/casualty rates
• Appendix E – Vehicles
• Appendix F – Contributory factors
• Appendix G to X – Additional topics of interest statistics
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Summary Sheet of Fatal
A summary of the 2018 fatally injured casualty data can be seen below.
Estimated Cost: £427,617,393
Average Cost: £1,710,470
422
389
370
350
255
249
251
217
244
211
224
231
236
250
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatalities
144 Car occupants
32 Motorcycle users
19 - Goods vehicle
occupants (equal to or under 3.5 tonnes)
9 - HGV occupants (over 3.5 tonnes)
42 Pedestrians
1 - Pedal cyclists
Other/Unknown 3 -
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
4 14 175 31 26 0
- -
Motorway 85
A-road 165
A-road dual 102
A-road single
63
Fatal Casualties
250
People
A
192
58
? (Unknown)
0
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Summary Sheet of Serious
A summary of the 2018 seriously injured casualty data can be seen below.
Estimated Cost: £333,866,826
Average Cost: £192,209
2,2
69
2,0
51
2,0
35
1,7
53
1,7
12
1,6
37
1,5
78
1,4
79
1,4
65
1,6
42
1,5
60
1,7
74
1,6
17
1,7
37
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Seriously injured casualties
A
1,126 Car occupants
321 Motorcycle users
111 Goods vehicle
occupants (equal to or under 3.5 tonnes)
63 HGV occupants (over 3.5 tonnes)
54 Pedestrians
34 Pedal cyclists
Other/Unknown 28
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
53 95 1,269 160 146 14
Motorway 722
A-road 1,015
A-road dual 652
A-road single
363
Serious Casualties
1,737
People
1,190 547
(Unknown) 0
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Summary Sheet of KSI
A summary of the 2018 killed or seriously injured (KSI) casualty data can be seen below.
Estimated Cost: £761,484,219
Average Cost: £383,233
2,6
91
2,4
40
2,4
05
2,1
03
1,9
67
1,8
86
1,8
29
1,6
96
1,7
09
1,8
53
1,7
84
2,0
05
1,8
53
1,9
87
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties
1,270 Car occupants
353 Motorcycle users
130 Goods vehicle
occupants (equal to or under 3.5 tonnes)
72 HGV occupants (over 3.5 tonnes)
96 Pedestrians
35 Pedal cyclists
Other/Unknown 31
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
57 109 1,444 191 172 14
Motorway 807
A-road 1,180
A-road dual 754
A-road single
426
KSI Casualties
1,987
People
A
? (Unknown)
0
1,382 605
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Summary Sheet of Slight
A summary of the 2018 slightly injured casualty data can be seen below.
Estimated Cost: £168,814,169
Average Cost: £14,817
21,4
93
20,7
56
19,7
86
17,8
00
17,0
73
16,1
36
15,8
91
14,9
77
14,3
85
14,9
61
14,5
87
14,2
28
12,3
72
11,3
93
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Slightly injured casualties
9,733 Car occupants
432 Motorcycle users
681 Goods vehicle
occupants (equal to or under 3.5 tonnes)
254 HGV occupants (over 3.5 tonnes)
52 Pedestrians
68 Pedal cyclists
Other/Unknown 173
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
708 585 8,545 786 640 129
Motorway 5,700
A-road 5,693
A-road dual 4,196
A-road single
1,497
Slight 11,393
People
6,307 5,086 (Unknown) 0
A
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Summary sheet of collision and casualty cost
Estimated cost of casualties (£Millions)
Killed Seriously
injured
Slightly injured
Total
£427.6 £333.9 £168.8 £930.3
Estimated cost of collisions (£Millions)
Road Class Collision Severity
Motorway
A-road
Total Non-built-up Built-up
Fatal £172.2 £274.7 £12.9 £459.8
Serious £153.1 £170.9 £26.4 £350.4
Fatal + Serious
£325.3 £445.6 £39.3 £810.2
Slight £105.4 £75.6 £13.1 £194.1
Total £430.8 £521.2 £52.3 £1,004.3
Damage only
£83.6 £81.9 £25.3 £190.8
Total inc. Damage only
£514.4 £603.1 £77.6 £1,195.1
Note: Estimated costs outlined in Sections 1.5 to 1.9 are calculated using DfT WebTAG May 2019 release v1.12. and are based on the average value of prevention at 2010 prices and 2018 values. WebTAG guidance for damage only collisions is based on the work of Simpson and O’Reilly (1994) [Damage only collisions per PIC, Motorways = 7.6,Non-built-up= 7.8, Built-up 17.7]. The estimation of these values may differ from that generated if using the DfT RAS table due to several reasons including the differing nature of the networks (SRN vs. GB).
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Regional KSI Values
Key:
Region name
Number of KSI casualties by region
South West 224
South East 371
Midlands 342 East
292
Yorkshire & North East
287
North West 226
M25 DBFO 245
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32
3
26
8
25
3
26
7
21
5
22
6
24
1
20
0
17
3
23
0
19
1
20
1
18
5
22
6
0
50
100
150
200
250
300
350
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Num
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of
KS
I casualtie
s
Year
North West Actual KSI casualties
2018 to 20205
20
40
1
39
8
33
9
30
5
35
0
30
4
27
9
27
4
30
0
28
8
31
4
31
7
29
2
0
100
200
300
400
500
600
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Num
ber
of
KS
I casualtie
s
Year
East Actual KSI casualties
2018 to 2020
57
5
51
2
50
5
43
9
43
2
35
7
37
6
36
7
30
3
33
5
35
9
39
5
36
6
34
2
0
100
200
300
400
500
600
700
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Num
ber
of
KS
I casualtie
s
Year
Midlands Actual KSI casualties
2018 to 2020
34
2
36
8
29
9
30
9
29
2
23
3
22
5
20
4
24
6
20
4
21
4
25
9
25
8
28
7
0
50
100
150
200
250
300
350
400
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Num
ber
of
KS
I casualtie
s
Year
Yorkshire & North East Actual KSI casualties
2018 to 2020
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42
3
40
9
37
5
36
2
34
4
32
0
33
5
29
9
36
5
42
0
36
0
43
4
35
0
37
1
0
100
200
300
400
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Num
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Year
South East Actual KSI casualties
2018 to 20202
62
26
6
32
2
17
3
19
0
19
5
16
2
14
9
13
6
17
7
17
0
17
7
16
7
24
5
0
50
100
150
200
250
300
350
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Num
ber
of
KS
I casualtie
s
Year
M25 DBFO Actual KSI casualties
2018 to 2020
24
6
21
6
25
3
21
4
18
9
20
5
18
6
19
8
21
2
18
7
20
2
22
5
21
0
22
4
0
50
100
150
200
250
300
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Num
ber
of
KS
I casualtie
s
Year
South West Actual KSI casualties
2018 to 2020
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2. Network Summary The SRN
Motorways M & A(M)
Estimated length8
1,905 miles
Average daily flow9 77,476 vehicles per day
A-road carriageways
Estimated length 2,610 miles
Average daily flow
58,997 vehicles per day
A-road dual carriageways
Estimated length 1,746 miles
Average daily flow
41,905 vehicles per day
A-road single carriageways
Estimated length 864 miles
Average daily flow
17,446 vehicles per day
Figure 2-1 Highways England’s 2018 Strategic Road Network Based on the ‘2018 HAPMS’ network
From 2016, the referenced network will be that at 1st January and will be updated annually to capture
changes on the SRN in a timely manner. Pre-2016 was a fixed reference network taken in December
2010 (“2010 network”).
8 Based on summation of length from DfT count points identified as part of the 2018 SRN. 9 Based on 2018 Annual Average Daily Flow (AADF) values obtained from DfT count points identified as part of the 2018
SRN.
Contains OS data © Crown copyright and database right (2018)
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Traffic Estimates and Economic Factors
Figure 2-2 Historic traffic levels on the SRN
Figure 2-3 UK Gross Domestic Product between 2005 and 2018
Figure 2-4 Average annual UK fuel prices between 2005 and 2018 Notes: (a) Traffic estimates based on 2018 AADF values obtained from DfT count points identified as part of the 2018 SRN. (b) UK GDP sourced from https://www.ons.gov.uk/economy/grossdomesticproductgdp/timeseries/abmi/pn2 (c) UK fuel prices sourced from DfT Table 4.1.2 Average annual retail prices of petroleum products and a crude oil price
index UK.
835
847
853
849
847
835
846
848
856
875
899
921
944
947
780
830
880
930
980
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Tra
ffic
(100 m
illio
n v
ehic
le
mile
s)
Estimated Traffic (100million vehicle-miles)
£1.7
1
£1.7
5
£1.8
0
£1.7
9
£1.7
2
£1.7
5
£1.7
7
£1.8
0
£1.8
4
£1.8
9
£1.9
3
£1.9
7
£2.0
1
£2.0
3
£1.50
£1.60
£1.70
£1.80
£1.90
£2.00
£2.10
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
GD
P (
£tr
illio
n)
GDP - Chained volumemeasures, £ trillion
£0.8
7
£0.9
1
£0.9
4
£1.0
7
£0.9
9
£1.1
7
£1.3
3
£1.3
5
£1.3
4
£1.2
7
£1.1
1
£1.0
9
£1.1
8
£1.2
5
£0.00
£0.20
£0.40
£0.60
£0.80
£1.00
£1.20
£1.40
£1.60
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Price o
f petr
ole
um
(£
/litre
)
Average annual retail prices of premiumunleaded petroleum (per litre)
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Figure 2-2 to Figure 2-4 show estimated traffic along with economic factors. Figure 2-2 shows that
between 2007 and 2010, the SRN witnessed a decline in overall usage with headline traffic levels
decreasing by 2.1 per cent from 853 hundred million vehicle miles (HMVM) to 835 HMVM.
Between 2010 and 2018, traffic levels increased 13.5 per cent from 835 HMVM to 947 HMVM, with
the largest percentage traffic growth within this period (3.3 per cent) occurring between 2014 and
2015. In the same period (2010 to 2018), traffic on the Great Britain network (excluding estimates for
the SRN) increased 5.8 per cent from 2,197 HMVM to 2,325 HMVM.
The increase in traffic on the SRN, since 2010, (Figure 2-2) correlates with the economic recovery
from 2009 (Figure 2-3). The increase in traffic is also generally augmented by decreasing retail prices
of premium unleaded petroleum, after 2012, as shown in Figure 2-4.
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Traffic Estimates by Road Classification
Motorway
A-road
A-road dual carriageway
A-road single carriageway
Figure 2-5 Traffic estimates by road classification
546.57 552.88 555.15 560.97 573.60 586.26602.42 608.54 607.21
2010 2011 2012 2013 2014 2015 2016 2017 2018
Tra
ffic
(H
MV
M)
-1.1%
1.2% 0.4% 1.0%2.3% 2.2% 2.8%
1.0%
-0.2%
Perc
en
tag
e
Ch
an
ge
288.11 292.75 293.18 294.54 300.92312.89 318.33
335.55 339.80
2010 2011 2012 2013 2014 2015 2016 2017 2018
-0.9%
1.6% 0.1% 0.5%2.2%
4.0%1.7%
5.4%
1.3%
232.39 236.69 237.50 238.41 243.81 253.98 265.22 281.45 284.97
2010 2011 2012 2013 2014 2015 2016 2017 2018
-0.8%
1.9% 0.3% 0.4% 2.3%4.2% 4.4% 6.1%
1.2%
55.73 56.06 55.68 56.1357.11
58.91
53.1154.09 54.83
2010 2011 2012 2013 2014 2015 2016 2017 2018
-1.1%
0.6%
-0.7%
0.8% 1.7% 3.2%
-9.8%
1.9%1.4%
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Estimates of traffic (measured in hundred million vehicle miles, HMVM) by road classification are
provided in Figure 2-5. Between 2010 and 2018, there has been an 11.1 per cent increase in
motorway traffic and a 22.6 per cent increase in A-road dual carriageway traffic on the SRN (based on
the 2018 reference network). In contrast the traffic on A-road single carriageways decreased by 1.6
per cent over the same period (2010 to 2018).
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Traffic Estimates by Vehicle Type
Car
9.7% from 2010
LGV (other GV)
39.7% from 2010
HGV (over 3.5t)
11.3% from 2010
Motorcycle
4.5% from 2010
Bus / coach
19.9% from 2010
Pedal cycle
1.6% from 2010
Note: Measurement of the distance travelled by cyclists on the SRN is subject to considerable uncertainty
Figure 2-6 Traffic estimates by vehicle type
630.57640.14 642.13 643.90
653.59666.14
679.43693.06 691.71
2010 2011 2012 2013 2014 2015 2016 2017 2018
Car (Traffic estimates in HMVM)
105.10 108.77 112.01 116.37 122.19 129.22 136.60 143.18 146.80
2010 2011 2012 2013 2014 2015 2016 2017 2018
LGV (Traffic estimates in HMVM)
91.4489.32
87.37 88.3991.88
96.96 98.01101.20 101.81
2010 2011 2012 2013 2014 2015 2016 2017 2018
HGV (Traffic estimates in HMVM)
4.084.03
3.64 3.673.75
3.82 3.80 3.823.90
2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorcycle (Traffic estimates in HMVM)
3.49 3.36 3.17 3.17 3.12 3.02 2.91 2.84 2.79
2010 2011 2012 2013 2014 2015 2016 2017 2018
Bus and coaches (Traffic estimates in HMVM)
0.089 0.091 0.093 0.088 0.083 0.084 0.0860.101
0.087
2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedal cycle (Traffic estimates in HMVM)
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An estimate of vehicle traffic levels10 on the SRN in 2018 is shown in Figure 2-6. As shown in the
figure, the largest percentage of vehicle traffic on the SRN are cars (73.0 per cent) followed by LGVs
(other goods vehicles11) with 15.5 per cent.
Between 2010 and 2018, out of the three major vehicle types (car, heavy goods vehicle (HGV) and
light goods vehicle (LGV)), the largest increase was LGVs equivalent to 39.7 per cent; with a 2.5 per
cent increase occurring between 2017 and 2018. As shown in Figure 2-6, LGV traffic increased
steadily from 105.10 HMVM in 2010 to 146.80 HMVM in 2018. LGVs are further investigated in the
goods vehicle topic of interest (Section 0).
In the same period, HGV traffic decreased till 2012 and subsequently increased to yield a net
increase of 11.3 per cent over the period. Buses and coaches is the only vehicle type to show a
continuous decrease (19.9 per cent) between 2010 and 2018.
10
Vehicle traffic estimates were determined using count point vehicular data accessed from the DfT Traffic Counts website
found at http://www.dft.gov.uk/traffic-counts/ along with the underlying assumptions and collection methods. Only count
points aligned with the corresponding reference network year were used in the calculation. 11
For the purpose of reporting traffic estimates, where the vehicle type “other goods vehicle” has been recorded these are
represented by light goods vehicles (LGV) as termed by the DfT.
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3. Casualties Roads
This section provides an overview of casualties linked to road classification by severity, year
(including baseline (BSL)) and rates (i.e. number of casualties per HMVM). The rates provide an
indication of the likelihood of being injured. The section also considers the influence of road
environment.
Figure 3-1 to Figure 3-5 illustrate the casualty distribution on motorway, A-road dual carriageway and
A-road single carriageway in terms of the number and rate. Comparison of data for the road
classifications shows that for 2018:
• The most fatalities (102 out of 250) occurred on the A-road dual carriageways.
• The largest proportion of KSI (40.6 per cent) occurred on the motorways compared to A-road
dual and A-road single carriageways. Motorways also showed the largest proportion of total
casualties (48.6 per cent).
• The likelihood of being injured on motorways was the lowest of all three road classifications
across all severities. Therefore, the data in Figure 3-1 is normalised to illustrate the ratio (based
on casualty rate) between the likelihood of an injury occurring on a motorway, dual carriageway
or single carriageway relative to the motorway.
• The likelihood of being injured on A-road single carriageways was the highest of all three road
classifications across all severities, followed by A-road dual carriageways.
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Casualties and likelihood of injury by road classification and severity
Motorway
Likelihood of injury ratio 201812 Fatalities KSI casualties Total casualties
1.0 1.0 1.0
A-road
Likelihood of injury ratio 2018 Fatalities KSI casualties Total casualties
3.5 2.6 1.9
A-road dual carriageway
Likelihood of injury ratio 2018 Fatalities KSI casualties Total casualties
2.6 2.0 1.6
A-road single carriageway
Likelihood of injury ratio 2018 Fatalities KSI casualties Total casualties
8.2 5.8 3.3 Figure 3-1 Casualties by road classification and likelihood of injury by road classification and severity
12 ‘Likelihood of injury ratio’ is the ratio between casualty rates; normalised to motorway data.
11,199.69,378 8,752 8,211 7,837 8,191 7,981 7,792 6,930 6,507
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total motorway casualties
10,503.28,644 8,968 8,462 8,251 8,623 8,390 8,441 7,295 6,873
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road casualties
7,503.86,263 6,633 6,132 5,995 6,247 6,105 6,216
5,230 4,950
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road dual carriageway casualties
2,999.42,381 2,335 2,330 2,256 2,376 2,285 2,225 2,065 1,923
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road single carriageway casualties
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Motorway casualties and rates by severity
Motorway casualties
Total rate (Cas./HMVM) 20.48 17.16 15.83 14.79 13.97 14.28 13.61 12.93 11.39 10.72
Killed
Killed rate (Cas./HMVM) 0.28 0.20 0.16 0.14 0.16 0.15 0.16 0.13 0.15 0.14
Seriously injured
Serious rate (Cas./HMVM) 1.57 1.31 1.18 1.04 1.06 1.11 1.09 1.21 1.09 1.19
KSI
KSI rate (Cas./HMVM) 1.85 1.51 1.35 1.18 1.22 1.26 1.24 1.34 1.24 1.33
Slightly injured
Slight rate (Cas./HMVM) 18.63 15.65 14.48 13.61 12.75 13.02 12.37 11.60 10.15 9.39
Figure 3-2 Motorway casualties and rates by severity
11,199.6
9,378 8,752 8,211 7,837 8,191 7,981 7,7926,930 6,507
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total motorway casualties
153.6
11090 78 87 84 92
7791 85
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway fatalities
859.4716 654
577 596 636 637729 661 722
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway seriously injured casualties
1,013.0826 744 655 683 720 729 806 752 807
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway KSI casualties
10,186.68,552 8,008 7,556 7,154 7,471 7,252 6,986 6,178 5,700
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway slightly injured casualties
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A-road casualties and rates by severity
A-road
Casualties
Total rate (Cas./HMVM) 36.54 30.00 30.63 28.86 28.01 28.66 26.81 26.52 21.74 20.23
Killed
Killed rate (Cas./HMVM) 0.71 0.48 0.55 0.47 0.53 0.42 0.42 0.48 0.43 0.49
Seriously injured
Serious rate (Cas./HMVM) 3.84 3.20 3.16 3.08 2.95 3.34 2.95 3.28 2.85 2.99
KSI
KSI rate (Cas./HMVM) 4.55 3.68 3.71 3.55 3.48 3.77 3.37 3.77 3.28 3.47
Slightly injured
Slight rate (Cas./HMVM) 31.99 26.32 26.93 25.31 24.53 24.89 23.44 22.75 18.46 16.75
Figure 3-3 A-road casualties and rates by severity
10,503.28,644 8,968 8,462 8,251 8,623 8,390 8,441
7,295 6,873
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road casualties
203.6
139161
139157
127 132154 145
165
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road fatalities
1,104.6921 924 902 868
1,006 9231,045 956 1,015
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road seriously injured casualties
1,308.21,060 1,085 1,041 1,025 1,133 1,055
1,199 1,101 1,180
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road KSI casualties
9,195.07,584 7,883 7,421 7,226 7,490 7,335 7,242
6,194 5,693
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road slightly injured casualties
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A-road dual carriageway casualties and rates by severity
A-road dual casualties
Total rate (Cas./HMVM) 32.47 26.95 28.02 25.82 25.15 25.62 24.04 23.44 18.58 17.37
Killed
Killed rate (Cas./HMVM) 0.57 0.40 0.44 0.35 0.38 0.30 0.32 0.37 0.31 0.36
Seriously injured
Serious rate (Cas./HMVM) 3.11 2.72 2.63 2.54 2.25 2.64 2.30 2.70 2.13 2.29
KSI
KSI rate (Cas./HMVM) 3.69 3.12 3.06 2.89 2.63 2.94 2.62 3.07 2.44 2.65
Slightly injured
Slight rate (Cas./HMVM) 28.78 23.84 24.96 22.93 22.52 22.69 21.42 20.37 16.14 14.72
Figure 3-4 A-road dual carriageway casualties and rates by severity
7,503.86,263 6,633 6,132 5,995 6,247 6,105 6,216
5,230 4,950
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road dual carriageway casualties
132.8
92103
84 9073 82
9987
102
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway fatalities
719.6632 622 603 536
643 583715
599 652
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway seriously injured casualties
852.4724 725 687 626
716 665814
686 754
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway KSI casualties
6,651.45,539 5,908 5,445 5,369 5,531 5,440 5,402
4,544 4,196
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway slightly injured casualties
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A-road single carriageway casualties and rates by severity
A-road single casualties
Total rate (Cas./HMVM) 53.26 42.73 41.65 41.85 40.19 41.61 38.79 41.89 38.17 35.07
Killed
Killed rate (Cas./HMVM) 1.26 0.84 1.03 0.99 1.19 0.95 0.85 1.04 1.07 1.15
Seriously injured
Serious rate (Cas./HMVM) 6.84 5.19 5.39 5.37 5.92 6.36 5.77 6.21 6.60 6.62
KSI
KSI rate (Cas./HMVM) 8.09 6.03 6.42 6.36 7.11 7.30 6.62 7.25 7.67 7.77
Slightly injured
Slight rate (Cas./HMVM) 45.16 36.70 35.23 35.49 33.09 34.30 32.17 34.64 30.50 27.30
Figure 3-5 A-road single carriageway casualties and rates by severity
2,999.4
2,381 2,335 2,330 2,256 2,376 2,285 2,225 2,065 1,923
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road single carriageway casualties
70.8
4758 55
6754 50 55 58 63
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway fatalities
385.0289 302 299 332 363 340 330 357 363
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway seriously injured casualties
455.8336 360 354 399 417 390 385 415 426
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway KSI casualties
2,543.62,045 1,975 1,976 1,857 1,959 1,895 1,840 1,650 1,497
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway slightly injured casualties
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Casualties involving road environment
This section evaluates the number of casualties where the road environment is categorised as a
contributory factor.
In 2018, the number of KSI casualties involving road environment factors was 214 and was equivalent
to 10.8 per cent of the respective total KSI casualties (1,987).
Figure 3-6 summarises the number of KSI casualties involving at least one factor associated with the
road environment from 2005 and 2018. The diagram depicting the split by road classification shows
the trend in KSI casualties from 2005 to 2018, involving road environment factors, which indicates an
overall a continual fluctuation across all road classifications; particularly the motorways.
The primary contributory factor for road environment continues to be “Slippery road (due to weather)"
which contributed to 156 of the KSI casualties in 2018. Weather is a topic of interest in section 5.8
The number of casualties involving a poor or defective road surfacing on the SRN is also shown in
Figure 3-6. This provides context on the potential human cost from defects in surfacing. From 2008 to
2011, England experienced harsh winters, with December 2010 being one of the coldest on record13.
As a result, the occurrence of surface defects during and after this period became a significant
concern for all stakeholders.
The graph depicting the trend of casualties involving poor or defective road surfacing (in Figure 3-6)
shows that the number spiked in 2012; a 47.7 per cent increase from 44 in 2011 to 65 in 2012,
followed by a 40.0 per cent decrease in 2013 to 39. When assessing the overall impact of this
contributory factor against total casualties for all years, the typical contribution is less than one per
cent per annum.
13 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/4002/potholes-review-progress-report.pdf
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Road environment contributed to 214 KSI casualties in 2018
In 2018, 46.3% of KSI casualties where the road environment contributed were on A-road dual carriageways
‘Poor or defective road surface’ contributed to 26 casualties in 2018
Slippery road contributed to 156 KSI casualties in 2018
Figure 3-6 Summary of casualties where road environment contributed
257.0 256
177207
185 190153
200160
214
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties involving 'Road Environment'
106
80
135
102109
116
55
75
66
77
70
86
61
79
106 88102
95
108 105
96
102
78 81
57
82
73
99
62
49
57
31
55
35
2630
41
3226
3226
36
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
58.653
44
65
3946
3932
1826
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties involving 'Poor or defective road surface'
162.6174
112
140119 123
99
141
112
156
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties involving slippery road
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Vehicles
This section briefly assesses the impact of vehicles on casualties occurring on the SRN.
The section primarily focuses on providing an overview of casualties based on first point of vehicle
impact, different vehicle interactions and where vehicle defects contributed.
First point of impact
Figure 3-7 provides a breakdown of the number of KSI casualties by first point of vehicle impact. This
represents the first point of impact recorded on the vehicle that the casualty is associated with.
Note: As part of STATS19, casualties are assigned to vehicles that they were occupying or riding at
the time of the collision. Furthermore, pedestrians are assigned to the specific vehicle they collided
with. This analysis, however, excludes pedestrian casualties as it is focussed only on vehicle
occupants.
KSI casualties where the first point of vehicle impact was front (1,098) made up 55.3 per cent of KSI
casualties in 2018 and the corresponding KSI severity ratio (KSI severity ratios are the percentage of
KSI casualties to total casualties for each individual category) was 19.1 per cent. It can also be seen
that both offside and nearside impacts resulted in similar number of casualties and KSI severity ratios,
whilst the back impacts resulted in the lowest KSI severity ratio of 7.1 per cent.
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First point of impact:
1,098 KSI casualties
19.1% of the 5,758 front casualties
184 KSI casualties
13.9% of the 1,324 nearside
casualties
215 KSI casualties
15.0% of the 1,438 offside
casualties
310 KSI casualties
7.1% of the 4,345 back casualties
84 KSI casualties had no recorded first point of impact (60 in 2017)
Note: Pedestrians excluded from analysis
Figure 3-7 Casualties by first point of impact
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Casualties from vehicle interactions
All collisions in 2018 are grouped by the various combinations of vehicle types that were involved in
the collision, for instance, a car colliding with a pedal cyclist. A breakdown by number of casualties
and vehicles of all collision combination types where data were available are reported in Appendix
Table E-9.
There can be 45 different combinations of vehicle type interactions involved in collisions. In the
Appendix table(s) each collision interaction has been labelled with a reference letter (A to AT).
An evaluation of how specific vehicle interactions influence the numbers of casualties in 2018 by
severity and type is provided in Figure 3-8 and Figure 3-9.
Figure 3-8 reports the resulting casualties (including pedestrians) where only one vehicle type was
involved; Figure 3-9 reports where two vehicle types were involved.
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Vehicle in collision Number of casualties by casualty type and severity
Fatally injured Seriously injured Slightly injured
Car only
HGV only
LGV only
Motorcycle only
Key
Car occupants
HGV occupants
Other GV (LGV) occupants
Motorcycle users
Pedestrians
Figure 3-8 Casualty data for single vehicle
88
21
109
835
865
30
6,964
6,931
33
9
716
36
8
44
7
113
106
3
25
29
6
35
6
132
126
1
4
5 103
2
101 94
95
1
88
21
109Total casualties
from a single
vehicle collision
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Vehicles in collision Number of casualties by casualty type and severity
Fatally injured Seriously injured Slightly injured
Car & HGV
Car & LGV
Car & Motorcycle
HGV & LGV
Car & Pedal Cycle
Key
Car occupants
HGV occupants
Other GV (LGV) occupants
Motorcycle users
Pedestrians
Pedal cyclists
Figure 3-9 Casualty data by vehicle interaction
34
6
40
176
146
123
1,201
97
1,103
14
21
17
49
173
1
1,707
419
1,287
17
17 168
2
166
39
309
270
9
1
10
18
5
23
25
79
54
1
1
16
16
61
62
1
34
6
40
Total casualties
from a two
vehicle collision
1
1
123
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The most frequent interaction as shown in Figure 3-8 was car only collisions. Car only collisions
resulted in 109 fatalities, equivalent to 43.6 per cent of the 250 total fatalities in 2018. In 2018, 21
pedestrian fatalities involved car only and 9 involved HGV only.
Where cars collide with vulnerable road users14 such as motorcycle users and pedal cyclists, as
shown in Figure 3-9, the vulnerable road users are at high risk of being fatally or seriously injured. In
these two collision types, all 202 KSI casualties were vulnerable road users.
In collisions involving cars and HGVs, car occupants are disproportionately killed with 85.0 per cent of
fatalities being car occupants. The corresponding KSI casualty value is 84.4 per cent. These values
are below the corresponding 2017 values of 94.0 and 91.0 per cent respectively.
14 Vulnerable road users include motorcycle users, pedal cyclists and pedestrians.
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Casualties involving vehicle defects
This section evaluates the number of casualties where at least one vehicle within a collision had a
defect which was a contributory factor. As shown previously in Figure 2-3, it is apparent that the
economic situation for the period covered in this analysis, was recovering, and hence this section also
assesses the corresponding historic trends in vehicle defects.
Figure 3-10 provides a summary of casualties involving vehicle defects, including specific factors and
their overall impact on KSI casualties for 2018. The latter indicates that the most common vehicle
defect which contributed to 32 (52.5 per cent of) KSI casualties was tyres that were illegal, defective
or under inflated. For further detailed analysis of the tyres contributory factor refer to the Topic of
Interest in Section 5.10.1.
KSI casualties resulting from incidents involving vehicle defects decreased by 42.2 per cent from the
baseline value of 105.8 to 61 in 2018. In comparison, overall KSI casualties decreased by 14.4 per
cent from the baseline value of 2,321.2 to 1,987 in 2018. The most significant change over the period
was between 2013 and 2014, which resulted in an increase in KSI casualties associated with vehicle
defects by 78.7 per cent from 47 in 2013 to 84 in 2014. Since then the values have remained below
65.
For more details refer the Topic of Interest Section 5.10.
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Vehicle defect attributed to 289 casualties in 2018
Vehicle defect attributed to 38 casualites in July 2018
Total casualties
KSI casualties
52.5% of KSI casualties associated with vehicle defects were attributed to ‘Tyres illegal, defective or under inflated’
Figure 3-10 Summary of casualty data involving a vehicle defect
29
17 14
2925 24
38
2329
21 20 20
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Total casualties involving a vehicle defect, 2018
718.6658
609 613
429501
437
343 317 289
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties involving a vehicle defect
105.8
7386
71
47
84
6558
4661
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties involving a vehicle defect
32
4
13
14
1
2
Tyres illegal, defective orunder inflated
Overloaded or poorlyloaded vehicle or trailer
Defective brakes
Defective steering orsuspension
Defective lights orindicators
Defective or missing mirrors2018 KSI casualties
As more than one contributory factor can be recorded per collision; defects will not sum
to 61 KSI casualties
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People
This section provides an assessment of the casualties on the SRN including an analysis of historic
and future trends, casualty types and assessment of the drivers and riders including the human
factors involved in collisions.
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Casualty severity trends
This section identifies underlying trends in casualty data for each year, by severity, between 2005 and
2018. As explained in Section 1.3 the reporting of STATS19 via CRASH/COPA has had an impact on
both seriously injured and slightly injured casualty data.
Fatalities
Seriously injured
KSI
Slightly injured
422
389
370
350
255
249
251
217
244
211
224
231
236
250
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatalities
2,2
69
2,0
51
2,0
35
1,7
53
1,7
12
1,6
37
1,5
78
1,4
79
1,4
65
1,6
42
1,5
60
1,7
74
1,6
17
1,7
37
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Seriously injured casualties
2,6
91
2,4
40
2,4
05
2,1
03
1,9
67
1,8
86
1,8
29
1,6
96
1,7
09
1,8
53
1,7
84
2,0
05
1,8
53
1,9
87
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties
21,4
93
20,7
56
19,7
86
17,8
00
17,0
73
16,1
36
15,8
91
14,9
77
14,3
85
14,9
61
14,5
87
14,2
28
12,3
72
11,3
93
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Slightly injured casualties
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Total casualties
Figure 3-11 Casualty data trends by severity
Figure 3-11 provides an outline of historic casualty trends for fatally injured, seriously injured, KSI,
slightly injured and total casualties between 2005 and 2018.
Figure 3-12 indexes all severities against a base value of 100 in order to directly compare changes in
casualty numbers across severities by year. The base value is equivalent to the baseline average
(2005-2009).
As shown by Figure 3-12, the change in total casualties over time has been relatively steady (apart
from 2008 and 2017) and the decrease on average was 3.8 index points per annum. The increase in
the total number of casualties between 2013 and 2014 is the only increase since at least 2005. The
fatalities profile plateaued at approximately 70 index points between 2009 and 2011 after which it
fluctuated between approximately 60 and 70 index points.
Figure 3-12 Index of changes in casualties by severity
24,1
84
23,1
96
22,1
91
19,9
03
19,0
40
18,0
22
17,7
20
16,6
73
16,0
94
16,8
14
16,3
71
16,2
33
14,2
25
13,3
80
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
FatalitiesKSI casualtiesTotal casualties
Index
= 100
KSI 2020 target
Baseline average (2005-2009)
80
120
60
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Casualty by type and age
This section provides an overview of fatalities and KSIs, by casualty type, gender and age, resulting
from collisions on the SRN.
There were 250 fatalities in 2018 and these are illustrated in Figure 3-13 by casualty type, gender and
age.
Pedestrian
Pedal cyclist
Car occupant
Motorcycle user
HGV occupant
Other goods vehicle
occupant
Other / unknown
Figure 3-13 Pictogram of all SRN fatalities by casualty type, gender and age, 2018
Notes and Key Each complete row contains 20 fatalities
Gender indicated by shape; either male or female. Age
indicated on left-leg.
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Figure 3-13 shows that road users of multiple types, ages and gender were killed on the SRN in 2018;
including one 2-year old and one-3-year old who were car occupants. ‘Other’ occupants killed on the
SRN in 2018 include two bus / coach occupants.
Further data on casualty type, including trends, are provided in Appendix Table C-13. The casualty
age groups are provided in Appendix Table C-16.
Table 3-1 illustrates the number of KSI casualties by gender and age for 2018. For further details
regarding casualty breakdown by gender and age see Appendix Table C-10.
Table 3-1 Summary of KSI casualties by gender and age, 2018
Gender Children
(0-15) Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
Male
32 67 1,062 121 90 10
-
Female
25 42 382 70 82 4
-
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Changes in casualty types and ages between 2010 and 2018 for KSI casualties are shown below in
Figure 3-14 and Figure 3-15, and Figure 3-16.
Pedal cyclists
35 KSI casualties
KSI rate (Cas./HMVM)15 540.53 586.42 460.56 581.13 387.76 614.03 476.77 512.80 394.64 400.93
Pedestrians
96 KSI casualties
KSI rate (Cas./HMVM)16 - - - - - - - - - -
Motorcycle users
353 KSI casualties
KSI rate (Cas./HMVM) 87.71 74.26 81.95 80.96 85.51 92.04 83.30 97.92 85.45 90.56
Figure 3-14 Vulnerable user KSI casualties and rates
15
It is known that pedal cyclist traffic data is difficult to estimate on the SRN and therefore it is unlikely that the rates shown
are those actually experienced. 16
Currently no traffic statistics for pedestrians on the SRN.
41.0
52
42
54
34
51
4044
4035
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedal cyclist KSI casualties
109.0 10694
8290
108
72
9487
96
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedestrian KSI casualties
374.4
303330
295 314345
318
372326
353
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorcycle user KSI casualties
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Bus/ Coach occupants
23 KSI casualties
KSI rate (Cas./HMVM) 4.22 8.60 3.27 2.21 12.31 3.20 3.98 1.37 3.87 8.23
Car occupants
1,270 KSI casualties
KSI rate (Cas./HMVM) 2.41 1.94 1.86 1.70 1.65 1.77 1.74 1.91 1.73 1.84
Light Goods vehicle occupants
130 KSI casualties
KSI rate (Cas./HMVM) 1.03 0.73 0.57 0.70 0.55 0.71 0.74 0.74 0.80 0.89
HGV occupants
72 KSI casualties
KSI rate (Cas./HMVM) 1.53 1.02 0.92 0.95 0.91 0.89 0.84 0.84 0.65 0.71
Figure 3-15 Non-vulnerable user KSI casualties and rates
15.6
30
117
39
10 12
4
11
23
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Bus / Coach occupant KSI casualties
1,514.6
1,221 1,1891,091 1,064
1,159 1,1561,301
1,1981,270
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Car occupants KSI casualties
106.6
77
62
7864
8796 101
114
130
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Goods vehicle occupant KSI casualties
144.8
9382 83 80 82 81 82
66 72
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
HGV occupant KSI casualties
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Children (0-15) 57 KSI casualties
Young (16-19) 109 KSI casualties
Other (20-59) 1,444 KSI casualties
Older (60-69) 191 KSI casualties
Elderly (70+) 172 KSI casualties
Figure 3-16 KSI casualties by age group
82.4 85
64 60
38
64
40
81
60 57
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Chilren (0-15) KSI casualties
198.6
131 127
79103 94 92
118105 109
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Young (16-19) KSI casualties
1,713.4
1,347 1,317 1,253 1,2231,329 1,267
1,4321,324
1,444
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Other (20-59) KSI casualties
160.2 166 162151 149
199 196
168 170191
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Older (60-69) KSI casualties
145.2 138151 141
188159
174193 183 172
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Elderly (70+) KSI casualties
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Figure 3-16 shows that Young (16-19) KSI casualties have decreased significantly compared to the
2005-09 baseline average, with a 45.1 per cent decrease. In contrast, the Older (60-69) and Elderly
(70+) groups showed an increase in KSI casualties compared to the baseline, with the larger increase
observed in Older (60-69); a 19.2 per cent increase. Also, in 2018, Older (60-69) KSI casualties
increased; whilst Elderly (70+) for the second consecutive year showed a decrease after the increase
reported in 2016.
Analysing changes in casualty type (linked to age), as provided in Appendix Table I-24, shows that in
2018 the major categories, other than Older Motorist (60-69), Elderly Motorist (70+) and Older Rider
(60-69) showed a decrease in KSI casualties compared to the 2005-09 baseline average. Older
Motorist (60-69), Elderly Motorist (70+) and Older Rider (60-69) KSI casualties have increased by
21.4, 36.1 and 64.9 per cent, respectively, against the baseline.
Further analysis of casualty age groups can be found in Sections 5.5 to 5.7.
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Casualties where human factors contributed
Human factors remain the largest single cause of killed or seriously injured casualties on the SRN. In
2018, there were 1,487 KSI casualties resulting from at least one human factor representing 74.8 per
cent of total KSI casualties.
Figure 3-17 is an assessment of the contributing human factors which result in KSI casualties on the
SRN. These human factors broadly fall into four categories of contributory factors:
• Driver/rider error or reaction
• Impairment or distraction
• Injudicious action
• Behaviour or inexperience
The contributory factors within these groupings are provided in the table below17
Table 3-2 Human factor contributory factors
Injudicious action
301 Disobeyed automatic traffic signal 306 Exceeding speed limit
302 Disobeyed 'Give Way' or 'Stop' sign or markings 307 Travelling too fast for conditions
303 Disobeyed double white lines 308 Following too close
304 Disobeyed pedestrian crossing facility 309 Vehicle travelling along pavement
305 Illegal turn or direction of travel 310 Cyclist entering road from pavement
Driver/Rider error or reaction
401 Junction overshoot 406 Failed to judge other person’s path or speed
402 Junction restart (moving off at junction) 407 Too close to cyclist, horse rider or pedestrian
403 Poor turn or manoeuvre 408 Sudden braking
404 Failed to signal or misleading signal 409 Swerved
405 Failed to look properly 410 Loss of control
Impairment or distraction
501 Impaired by alcohol 506 Not displaying lights at night or in poor visibility
502 Impaired by drugs (illicit or medicinal) 507 Rider wearing dark clothing
503 Fatigue 508 Driver using mobile phone
504 Uncorrected, defective eyesight 509 Distraction in vehicle
505 Illness or disability, mental or physical 510 Distraction outside vehicle
Behaviour or inexperience
601 Aggressive driving 605 Learner or inexperienced driver/rider
602 Careless, reckless or in a hurry 606 Inexperience of driving on the left
603 Nervous, uncertain or panic 607 Unfamiliar with model of vehicle
604 Driving too slow for conditions or slow veh (e.g. tractor)
17 Full listing of contributory factors of all groupings is provided at the end of this report.
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1,487 KSI casualties where human factors were attributed
74.8 per cent of the 1,987 KSI casualties in 2018
Driver/Rider error or reaction
1,119 KSI casualties
Impairment or distraction
458 KSI casualties
Injudicious actions
418 KSI casualties
Behaviour or inexperience
371 KSI casualties
Note: (a) Figures show the number of KSI casualties with at least one contributory factor from the relevant group. The listing of
each group is provided in previous page.
Figure 3-17 KSI casualties involving human contributory factors by group and year
1,515.2
1,256 1,204 1,125 1,170 1,202 1,129 1,194 1,146 1,119
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Driver /rider error or reaction
507.8
428378
416 412457 438
473 455 458
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Impairment or distraction
541.6
411 393362
324363 358
397367
418
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Injudicious actions
464.6
385 378337 326
354312
350314
371
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Behaviour or inexperience
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In 2018, Figure 3-17 shows that KSI casualties where at least one of the aforementioned human
factors were attributed have shown an increase in three of the factors.
Investigating the impairment or distraction human factor category further, Figure 3-18 shows the
number of KSI casualties involving at least one driver using a mobile phone.
Figure 3-18 KSI casualties associated with mobile phones by year
Table 3-3 highlights the top 20 human contributory factors by severity for 2018 (ranked by KSI
casualties). The top three contributory factors attributed to KSI casualties were all driver/rider error or
reaction. This category features heavily in all collisions as stated previously.
From the table, it is evident that the injudicious action and impairment or distraction human factor
categories also feature in the top 10. Individual factors pertaining to injudicious action of travelling too
fast for conditions and following too close contributed to 160 and 134 KSI casualties respectively, in
2018.
20.016 15
22 2420 20
27
41
19
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Driver using mobile phone
Driver using mobile phone 19 KSI casualties
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Table 3-3 Top 20 human contributory factors attributed to casualties by severity, 2018
Rank Contributory Factor KSI Killed Seriously
Injured Slightly Injured Total
1 405 Failed to look properly 498 50 448 3,268 3,766
2 406 Failed to judge other person’s path or speed 391 31 360 2,885 3,276
3 410 Loss of control 358 49 309 1,119 1,477
4 602 Careless, reckless or in a hurry 251 27 224 1,228 1,479
5 403 Poor turn or manoeuvre 185 16 169 880 1,065
6 307 Travelling too fast for conditions 160 17 143 720 880
7 308 Following too close 134 8 126 1,336 1,470
8 503 Fatigue 130 20 110 466 596
9 509 Distraction in vehicle 117 12 105 528 645
10 501 Impaired by alcohol 116 17 99 371 487
11 409 Swerved 102 9 93 495 597
12 306 Exceeding speed limit 96 15 81 298 394
13 408 Sudden braking 90 7 83 1,049 1,139
14 505 Illness or disability, mental or physical 79 18 61 225 304
15 601 Aggressive driving 66 12 54 232 298
16 502 Impaired by drugs (illicit or medicinal) 54 15 39 122 176
17 605 Learner or inexperienced driver/rider 51 4 47 244 295
18 303 Disobeyed double white lines 40 4 36 211 251
19 510 Distraction outside vehicle 33 2 31 148 181
20 401 Junction overshoot 23 4 19 87 110
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Behaviour or inexperience
Notes: (a) Table reports number of casualties. (b) Table ranked by KSI casualties. (c) As more than one contributory factor can be recorded per collision; columns will not sum to their respective totals.
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Table 3-4 is an adaptation of the ‘Fatal Four’ driving offences:
• Speeding (CFs 306 and 307)
• Improper use of restraints (Casualty code “Seat belt in use – not used”)
• Distraction (including use of mobile phone) (CFs 508, 509 and 510)
• Impaired by drink and drugs (CFs 501 and 502)
Note: For CF code definitions refer to Table 3-2
It can be seen from Table 3-4 that the majority of the number of fatalities and seriously injured
casualties associated with speeding, restraints and distraction and drink/drugs increased in 2018. The
table shows that the number of slightly injured casualties for restraints and drink/drugs (and hence the
total casualties) also increased from that in 2017.
Due to the recording of the use of seatbelts not being mandatory this category potentially shows the
minimum number of casualties by severity. In terms of casualties, this means that in 2018 a minimum
of 183 casualties were linked to improper use of or no restraints.
Table 3-4 Casualties involving speeding, restraints, distractions and drink/drugs, 2018
Category/ Severity
Speeding Restraints(a) Distractions Drink/Drugs
Fatalities 30 25 19 26
Seriously injured
202 50 140 123
KSI 232 75 159 149
Slightly injured
964 108 684 455
Total 1,196 183 843 604
Notes: (a) The recording of seatbelts is only required in STATS19 for fatalities who are occupants of vehicles in which the
wearing of a seatbelt is mandatory. However, police forces can choose to collect this data for all casualty severities and hence any large variation in ‘Restraints’ is likely to come, at least in part, from the increase or decrease of the recording by police forces..
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Contributory Factors
Table 3-5 illustrates the top 10 contributory factors related to people, vehicles18 and roads. It is clear
that contributory factors relating to people were attributed to the most casualties in 2018, compared to
vehicles and roads. Vehicle related contributory factors were attributed to the fewest casualties.
Failed to look properly was attributed to the majority of casualties (3,766); 28.1 per cent of all
casualties in 2018. Slippery road (due to weather) was the most common road contributory factor,
being attributed to 7.1 per cent (945) of casualties in 2018. The most common vehicle contributory
factor was vehicle blind spot, which was attributed to 1.5 per cent (200) of casualties in 2018.
Table 3-5 Top 10 contributory factors attributed to casualties, 2018
Rank Contributory Factor 2018
Percentage of casualties, 2018
Pe
op
le
1 405 Failed to look properly 3,766 28.1%
2 406 Failed to judge other person’s path or speed 3,276 24.5%
3 602 Careless, reckless or in a hurry 1,479 11.1%
4 410 Loss of control 1,477 11.0%
5 308 Following too close 1,470 11.0%
6 408 Sudden braking 1,139 8.5%
7 403 Poor turn or manoeuvre 1,065 8.0%
8 307 Travelling too fast for conditions 880 6.6%
9 509 Distraction in vehicle 645 4.8%
10 409 Swerved 597 4.5%
Ve
hic
les
1 710 Vehicle blind spot 200 1.5%
2 201 Tyres illegal, defective or under inflated 132 1.0%
3 203 Defective brakes 77 0.6%
4 204 Defective steering or suspension 50 0.4%
5 206 Overloaded or poorly loaded vehicle or trailer 31 0.2%
6 705 Dazzling headlights 11 0.1%
7 202 Defective lights or indicators 9 0.1%
8 709 Visor or windscreen dirty, scratched or frosted etc. 7 0.1%
9 205 Defective or missing mirrors 3 0.0%
Ro
ad
s
1 103 Slippery road (due to weather) 945 7.1%
2 707 Rain, sleet, snow, or fog 251 1.9%
3 706 Dazzling sun 195 1.5%
4 109 Animal or object in carriageway 111 0.8%
5 108 Road layout (eg. bend, hill, narrow carriageway) 72 0.5%
6 708 Spray from other vehicles 69 0.5%
7 102 Deposit on road (eg. oil, mud, chippings) 63 0.5%
8 701 Stationary or parked vehicle(s) 50 0.4%
9 107 Temporary road layout (eg. contraflow) 48 0.4%
10 703 Road layout (eg. bend, winding road, hill crest) 46 0.3%
Key (CF groups): Driver/Rider error or reaction Impairment or distraction Injudicious action
Vision affected by Road environment Vehicle defect
Behaviour or inexperience
Notes: (a) In 2018, there were a total of 13,380 casualties. (b) There are only nine contributory factors associated with vehicles whereas only the top 10 contributory factors
associated with people and roads are shown.
18 Only nine contributory factors have been associated with vehicles.
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Top 10 contributory factors by road classification
Table 3-6 illustrates top 10 contributory factors attributed to casualties by road classification. Note that
further analysis and discussion regarding the per cent of collisions attended by police is illustrated in
Section 4.4.1. As per past years “Failed to look properly” is shown as the highest factor attributed to
casualties across all road classes in 2018. Three out of the top five contributory factors for the
motorways and all A-road classes are related to “Driver/Rider error or reaction”. Following on from
this, there are multiple strands of research aimed at reducing the occurrence and severity of such
incidents across the strategic road network.
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Table 3-6 Top 10 contributory factors attributed to casualties by road classification, 2018
Rank Contributory Factor 2018
Motorway
(79.9% of collisions attended by police)
1 405 Failed to look properly 1,734
2 406 Failed to judge other person’s path or speed 1,696
3 308 Following too close 769
4 410 Loss of control 677
5 602 Careless, reckless or in a hurry 665
6 408 Sudden braking 585
7 403 Poor turn or manoeuvre 453
8 307 Travelling too fast for conditions 430
9 103 Slippery road (due to weather) 424
10 503 Fatigue 311
A-road
(78.4% of collisions attended by police)
1 405 Failed to look properly 2,032
2 406 Failed to judge other person’s path or speed 1,580
3 602 Careless, reckless or in a hurry 814
4 410 Loss of control 800
5 308 Following too close 701
6 403 Poor turn or manoeuvre 612
7 408 Sudden braking 554
8 103 Slippery road (due to weather) 521
9 307 Travelling too fast for conditions 450
10 509 Distraction in vehicle 345
A-road dual carriageway
(76.6% of collisions attended by police)
1 405 Failed to look properly 1,314
2 406 Failed to judge other person’s path or speed 1,127
3 602 Careless, reckless or in a hurry 559
4 410 Loss of control 554
5 308 Following too close 481
6 408 Sudden braking 429
7 403 Poor turn or manoeuvre 409
8 103 Slippery road (due to weather) 400
9 307 Travelling too fast for conditions 356
10 409 Swerved 216
A-road single carriageway (83.5% of collisions attended
by police)
1 405 Failed to look properly 718
2 406 Failed to judge other person’s path or speed 453
3 602 Careless, reckless or in a hurry 255
4 410 Loss of control 246
5 308 Following too close 220
6 403 Poor turn or manoeuvre 203
7 509 Distraction in vehicle 164
8 408 Sudden braking 125
9 103 Slippery road (due to weather) 121
10 503 Fatigue 103
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Road environment Behaviour or inexperience
Note: (a) Further analysis and discussion regarding the per cent of collisions attended by police is illustrated in Section 4.4.1.
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4. Collisions Roads
This section provides an overview of personal injury collisions (PICs - but for the purpose of this
document generally termed as ‘collision’ linked to road classification by severity, year (including BSL)
and rates (i.e. number of collisions per HMVM). The rates discussed in this section provide an
indication of the likelihood of getting involved in a collision.
Figure 4-1 to Figure 4-5 illustrate the collision distribution on motorway, A-road dual carriageway and
A-road single carriageway in terms of the number and rate. Comparison of data for the road
classifications shows that for 2018:
• The most fatal collisions (91 out of 221) occurred on A-road dual carriageways.
• The largest proportion of fatal and serious collisions (41.3 per cent) occurred on motorways but
with A-road dual carriageways only slightly behind on 39.2 per cent.
• The largest proportion of total collisions (47.6 per cent) occurred on motorways.
• The likelihood of being involved in a collision on motorways was the lowest of all three road
classifications across all severities of collision. Therefore, the data in Figure 4-1 is normalised to
illustrate the ratio (based on collision rate) between the likelihood of a collision occurring on a
motorway, dual carriageway or single carriageway relative to the motorway.
• The likelihood of being involved in a collision on A-road single carriageways was the highest of
all three road classifications across all severities of collision, followed by A-road dual
carriageways.
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Collisions and likelihood of injury by road classification and severity
Motorway
Likelihood of collision ratio 201819 Fatal collisions Fatal + Serious collisions Total collisions
1.0 1.0 1.0
A-road
Likelihood of collision ratio 2018 Fatal collisions Fatal + Serious collisions Total collisions
3.5 2.5 2.0
A-road dual carriageway
Likelihood of collision ratio 2018 Fatal collisions Fatal + Serious collisions Total collisions
2.6 2.0 1.7
A-road single carriageway
Likelihood of collision ratio 2018 Fatal collisions Fatal + Serious collisions Total collisions
8.4 5.2 3.1
Figure 4-1 Collisions by road classification and likelihood of collision by road classification and severity
19 ‘Likelihood of collision ratio’ is the ratio between collision rates; normalised to motorway data.
6,951.25,826
5,153 4,998 4,796 4,941 4,826 4,7384,180 4,029
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total motorway collisions
6,920.0
5,588 5,794 5,522 5,344 5,648 5,473 5,4204,663 4,431
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road collisions
5,080.0
4,148 4,409 4,124 3,972 4,221 4,085 4,0773,453 3,307
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road dual carriageway collisions
1,840.0
1,440 1,385 1,398 1,372 1,427 1,388 1,343 1,210 1,124
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road single carriageway collisions
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Motorway collisions and rates by severity
Motorway collisions
Total rate (Col./HMVM) 12.71 10.66 9.32 9.00 8.55 8.61 8.23 7.86 6.87 6.64
Fatal
Fatal collision rates 0.24 0.19 0.14 0.13 0.15 0.13 0.14 0.12 0.11 0.12
Serious
Serious collision rates 1.25 1.08 0.97 0.87 0.87 0.93 0.92 1.03 0.90 1.02
FataI and serious
Fatal + Serious collision rates 1.49 1.28 1.11 1.00 1.02 1.06 1.06 1.15 1.02 1.14
Slight
Slight collision rates 11.22 9.38 8.21 8.01 7.53 7.56 7.17 6.72 5.85 5.50
Figure 4-2 Motorway collisions and rates by severity
6,951.2
5,8265,153 4,998 4,796 4,941 4,826 4,738
4,180 4,029
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total motorway collisions
131.2105
78 70 85 73 82 74 69 74
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway fatal collisions
684.2593 537 483 487 533 538
618 550 617
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway serious collisions
815.4698
615 553 572 606 620 692 619 691
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway fatal + serious collisions
6,135.85,128 4,538 4,445 4,224 4,335 4,206 4,046 3,561 3,338
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway slight collisions
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A-road collisions and rates by severity
A-road
Collisions
Total rate (Col./HMVM) 24.07 19.40 19.79 18.83 18.14 18.77 17.49 17.03 13.90 13.04
Fatal
Fatal collision rates 0.64 0.44 0.51 0.45 0.48 0.40 0.38 0.44 0.40 0.43
Serious
Serious collision rates 3.08 2.61 2.53 2.54 2.45 2.78 2.50 2.71 2.35 2.46
Fatal and serious
Fatal + Serious collision rates 3.72 3.05 3.04 2.99 2.93 3.18 2.88 3.15 2.75 2.89
Slight
Slight collision rates 20.35 16.35 16.76 15.85 15.22 15.59 14.61 13.88 11.15 10.15
Figure 4-3 A-road collisions and rates by severity
6,920.05,588 5,794 5,522 5,344 5,648 5,473 5,420
4,663 4,431
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road collisions
182.8
126148 131 141
119 120139 134 147
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road fatal collisions
886.4752 741 745 721
838 782 864 789 836
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road serious collisions
1,069.2878 889 876 862 957 902 1,003 923 983
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road fatal + serious collisions
5,850.84,710 4,905 4,646 4,482 4,691 4,571 4,417
3,740 3,448
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road slight collisions
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A-road dual carriageway collisions and rates by severity
A-road dual collisions
Total rate (Col./HMVM) 21.98 17.85 18.63 17.36 16.66 17.31 16.08 15.37 12.27 11.60
Fatal
Fatal collision rates 0.52 0.37 0.41 0.34 0.34 0.28 0.30 0.34 0.29 0.32
Serious
Serious collision rates 2.57 2.30 2.20 2.14 1.94 2.31 2.04 2.29 1.85 1.99
Fatal and serious
Fatal + Serious collision rates 3.09 2.68 2.60 2.48 2.29 2.59 2.34 2.63 2.15 2.31
Slight
Slight collision rates 18.89 15.17 16.03 14.88 14.37 14.72 13.74 12.74 10.12 9.30
Figure 4-4 A-road dual carriageway collisions and rates by severity
5,080.0
4,148 4,409 4,124 3,972 4,221 4,085 4,0773,453 3,307
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road dual carriageway collisions
119.887 96
81 82 68 7691 83 91
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway fatal collisions
594.2535 520 508 463
564 518607
522 566
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway serious collisions
714.0622 616 589 545
632 594698
605 657
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway fatal + serious collisions
4,366.0
3,526 3,793 3,535 3,427 3,589 3,491 3,3792,848 2,650
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway slight collisions
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A-road single carriageway collisions and rates by severity
A-road single collisions
Total rate (Col./HMVM) 32.67 25.84 24.71 25.11 24.44 24.99 23.56 25.29 22.37 20.50
Fatal
Fatal collision rates 1.12 0.70 0.93 0.90 1.05 0.89 0.75 0.90 0.94 1.02
Serious
Serious collision rates 5.19 3.89 3.94 4.26 4.60 4.80 4.48 4.84 4.94 4.92
Fatal and serious
Fatal + Serious collision rates 6.31 4.59 4.87 5.15 5.65 5.69 5.23 5.74 5.88 5.95
Slight
Slight collision rates 26.36 21.25 19.84 19.95 18.80 19.30 18.33 19.54 16.49 14.55
Figure 4-5 A-road single carriageway collisions and rates by severity
1,840.0
1,440 1,385 1,398 1,372 1,427 1,388 1,3431,210 1,124
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road single carriageway collisions
63.0
3952 50
5951
44 48 51 56
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway fatal collisions
292.2
217 221 237 258 274 264 257 267 270
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway serious collisions
355.2
256 273 287317 325 308 305 318 326
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway fatal + serious collisions
1,484.81,184 1,112 1,111 1,055 1,102 1,080 1,038
892 798
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway slight collisions
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Collisions involving road environment
This section evaluates the number of collisions where the road environment is categorised as a
contributory factor.
In 2018, the number of fatal and serious collisions involving road environment factors was 179 and
was equivalent to 10.7 per cent of the respective total fatal and serious collisions of 1,674.
Figure 4-6 outlines the number of fatal and serious collisions associated with at least one road
environment factor between 2010 and 2018. The diagram depicting the split by road classification
shows the trend in fatal and serious collisions from 2005 to 2018, linked to road environment factors,
fluctuates somewhat across all road classifications especially the motorways. The fluctuation is lower
than observed for casualties.
The primary contributory factor for road environment was “Slippery road (due to weather)" which
contributed to 132 fatal and serious collisions in 2018.
An analysis of the number of collisions involving a poor or defective road surface on the SRN is also
provided in Figure 4-6. This provides context on the potential collisions from defects in surfacing.
From 2008 to 2011, England experienced harsh winters, with December 2010 being one of the
coldest on record20. As a result, the occurrence of surface defects during and after this period became
a significant concern for all stakeholders.
The graph in Figure 4-6 depicting the trend of collisions involving poor or defective road surfacing
shows that the number of collisions peaked in 2012; a 20.0 per cent increase from 35 in 2011 to 42 in
2012, followed by a 28.6 per cent decrease in 2013. This decrease in related collisions continued
through to 2017 to yield the lowest number (11) since 2010. However, this number increased again in
2018 to 23 (but still 40.7 per cent lower from the baseline).
20 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/4002/potholes-review-progress-report.pdf
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Road environment contributed to 179 fatal and serious collisions in 2018
49.2% of fatal and serious collisions where the road environment contributed occurred on A-road dual carriageways
‘Poor or defective road surface’ contributed to 23 collisions in 2018
Slippery road contributed to 132 fatal and serious collisions in 2018
Figure 4-6 Summary of collisions where road environment contributed
207.8 221
151176 161 159
141166
137
179
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatal and serious collisions involving 'Road Environment'
85
7382
90 89
99
4967
5764
64
69
50
64
90
75
89
83 8695
81 82
70 71
54
7063
88
43
32
48
26
48
2721
2734
24 2327 24 27
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
38.8 3935
42
30 2824
20
11
23
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total collisions involving 'Poor or defective road surface'
128.2
153
94
117107 105
90
115
95
132
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatal + serious collisions involving slippery road
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Vehicles
This section briefly assesses the potential impact vehicles had towards collisions that occurred on the
SRN. It focuses on providing an overview of collisions based on gender and vehicle type, first point of
vehicle impact and where vehicle defects contributed to the collision.
Collisions by gender of driver
Table 4-1 illustrates male and female drivers involved in collisions by vehicle type. Female and male
drivers involved in collisions in majority of vehicle types decreased compared to 2017. The exceptions
for female were mainly motorcycles and goods vehicles, and for male was buses/coaches. The
number of male car drivers involved in collisions account for 65.4 per cent of all car drivers and male
cyclists 89.4 per cent (an increase from last year’s 81.3 per cent). The male drivers for other types of
vehicles range from 92.1 to 98.9 per cent.
Table 4-1 Drivers involved in collisions by gender and vehicle type, 2018
?
Gender Car Motorcycle Goods vehicle
HGV (over 3.5 tonnes)
Pedal cycle
Bus / coach
Other21
Female
4,725 50 64 17 11 3 14
Male
8,937 712 1,549 1,494 93 72 164
Notes: (a) Goods vehicles equal to or under 3.5 tonnes. (b) There were 803 vehicle records with unknown driver gender.
21 Other includes where the vehicle has been recorded as others/unknown, ridden horse, or agricultural vehicle.
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First point of impact
Figure 4-7 provides a breakdown of the number of vehicles involved in fatal and serious collisions by
first point of vehicle impact.
Vehicles with a first point of impact as front, involved in fatal or serious collisions, made up 46.9 per
cent of all vehicles involved in such collisions in 2018. The corresponding fatal and serious collision
severity ratio (this is the percentage of vehicles involved in fatal and serious collisions to those in total
collisions for each individual category) was 21.2 per cent. It can also be seen that, although in the
similar ball-park and with similar severity ratios, the offside impacts were slightly higher than the
nearside impacts in terms of the vehicles involved in fatal and serious collisions.
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First point of impact:
1,685 vehicles involved in fatal and
serious collisions
21.2% of the 7,963 front collisions
345 vehicles involved in fatal
and serious collisions
19.0% of the 1,815 nearside
collisions
399 vehicles involved in fatal
and serious collisions
18.8% of the 2,118 offside
collisions
927 vehicles involved in fatal and
serious collisions
15.9% of the 5,833 back collisions
238 vehicles involved in fatal or serious collisions had no recorded first point of impact
Figure 4-7 Vehicles by first point of impact
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Collisions involving vehicle defects
This section evaluates the number of collisions where at least one vehicle within a collision had a
defect which was a contributory factor. As shown previously in Figure 2-3, it is apparent that the
economic situation is recovering and hence this section also assesses the corresponding historic
trends in vehicle defects.
Figure 4-8 provides a summary of collisions involving vehicle defects, including specific factors and
their overall impact on fatal and serious collisions 2018. The trend over time of total collisions and to
some extent the fatal and serious collisions indicate that collisions involving defective vehicles are on
the decline. Total collisions have decreased by 60.0 per cent to 178 in 2018 compared to the baseline
of 444.8. In comparison, overall collisions on the SRN decreased by 39.0 per cent from the baseline
value of 13,871.2 to 8,460 in 2018.
When considering the specific factors classed as vehicle defects, the most common continued to be
tyres illegal, defective or under inflated and it contributed to 25 (52.1 per cent) of fatal and serious
collisions involving a vehicle defect. It is a worsening on 2017 where the corresponding values were
14 and 35.9 per cent, but on par with those of 2016 (27 and 54.0 per cent).
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Vehicle defect attributed to 178 collisions in 2018
Vehicle defect attributed to 24 collisions in July 2018
Total collisions
Fatal and serious collisions
52.1% of fatal and serious collisions associated with vehicle defects involved ‘Tyres illegal, defective or under inflated’
Figure 4-8 Summary of collisions linked to a vehicle defect
17
11 12 13
17 16
24
12
17 1614
9
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Total casualties involving a vehicle defect, 2018
445.2
363 347 353305 320
266212
181 178
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total collisions involving a vehicle defect
84.0
61 64 5944
6756 50
3948
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatal + serious collisions involving a vehicle defect
25
4
12
9
1
1
Tyres illegal, defective orunder inflated
Overloaded or poorlyloaded vehicle or trailer
Defective brakes
Defective steering orsuspension
Defective lights orindicators
Defective or missingmirrors 2018 fatal + serious collisions
As more than one contributory factor can be recorded per collision; defects will not sum to 48 fatal and serious collisions
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People
An assessment of the collisions on the SRN has been undertaken in this section. This includes
analysis of trends, collisions by casualty age groups involved and an assessment of the human
factors linked to collisions.
Collision severity trends
This section identifies underlying trends in the number of collisions occurring each year by severity
between 2005 and 2018. As explained in Section 1.3 the reporting of STATS19 via CRASH/COPA
has had an impact on both seriously injured and slightly injured collision data.
Figure 4-9 provides an outline of collision trends for fatal, serious, fatal and serious, slight and total
collisions between 2005 and 2018.
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Fata
Serious
Fatal and serious
Slight
Total collisions
Figure 4-9 Collision trends by severity
364
344
326
309
227
231
226
201
226
192
202
213
203
221
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatal collisions
1,7
75
1,6
28
1,6
28
1,4
23
1,3
99
1,3
45
1,2
78
1,2
28
1,2
09
1,3
71
1,3
20
1,4
82
1,3
39
1,4
53
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Serious collisions
2,1
39
1,9
72
1,9
54
1,7
32
1,6
26
1,5
76
1,5
04
1,4
29
1,4
35
1,5
63
1,5
22
1,6
95
1,5
42
1,6
74
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatal + serious collisions
13,2
14
12,8
63
12,3
11
11,0
95
10,4
50
9,8
38
9,4
43
9,0
91
8,7
10
9,0
26
8,7
77
8,4
63
7,3
01
6,7
86
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Slight collisions
15,3
53
14,8
35
14,2
65
12,8
27
12,0
76
11,4
14
10,9
47
10,5
20
10,1
45
10,5
89
10,2
99
10,1
58
8,8
43
8,4
60
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total collisions
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Collision by age of casualties involved
Children (0-15)
108 fatal and serious collisions
Young (16-19)
140 fatal and serious collisions
Other (20-59)
1,422 fatal and serious collisions
Older (60-69)
244 fatal and serious collisions
Elderly (70+)
181 fatal and serious collisions
Figure 4-10 Fatal and serious collisions by age group and year
138.6
111 10799
78
10789
109 107 108
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Children (0-15)
227.0
165147
115 128 121 133148
124140
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Young (16-19)
1,600.4
1,304 1,243 1,212 1,1851,311 1,265
1,4031,284
1,422
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Other (20-59)
202.2 204 202186 189
238 248224 216
244
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Older (60-69)
154.4138 148 135
180159
187 190 193 181
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Elderly (70+)
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Collisions where human factors contributed
Human factors remain the largest single cause of fatal and serious collisions on the SRN. In 2018,
there were 1,254 fatal and serious collisions involving at least one human factor representing 74.9 per
cent of total fatal and serious collisions.
Figure 4-11 is an assessment of the contributing human factors which result in fatal and serious
collisions on the SRN. These human factors broadly fall into four categories of contributory factors:
• Driver/rider error or reaction
• Impairment or distraction
• Injudicious action
• Behaviour or inexperience
The contributory factors within these groupings are provided in the table below22
Table 4-2 Human factor contributory factors
Injudicious action
301 Disobeyed automatic traffic signal 306 Exceeding speed limit
302 Disobeyed 'Give Way' or 'Stop' sign or markings 307 Travelling too fast for conditions
303 Disobeyed double white lines 308 Following too close
304 Disobeyed pedestrian crossing facility 309 Vehicle travelling along pavement
305 Illegal turn or direction of travel 310 Cyclist entering road from pavement
Driver/Rider error or reaction
401 Junction overshoot 406 Failed to judge other person’s path or speed
402 Junction restart (moving off at junction) 407 Too close to cyclist, horse rider or pedestrian
403 Poor turn or manoeuvre 408 Sudden braking
404 Failed to signal or misleading signal 409 Swerved
405 Failed to look properly 410 Loss of control
Impairment or distraction
501 Impaired by alcohol 506 Not displaying lights at night or in poor visibility
502 Impaired by drugs (illicit or medicinal) 507 Rider wearing dark clothing
503 Fatigue 508 Driver using mobile phone
504 Uncorrected, defective eyesight 509 Distraction in vehicle
505 Illness or disability, mental or physical 510 Distraction outside vehicle
Behaviour or inexperience
601 Aggressive driving 605 Learner or inexperienced driver/rider
602 Careless, reckless or in a hurry 606 Inexperience of driving on the left
603 Nervous, uncertain or panic 607 Unfamiliar with model of vehicle
604 Driving too slow for conditions or slow veh (e.g. tractor)
22 Full listing of contributory factors of all groupings is provided at the end of this report.
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1,254 fatal and serious collisions where human factors were attributed
74.9 per cent of the 1,674 fatal and serious collisions in 2018
Driver/Rider error or reaction
955 fatal and serious collisions
1.7 per cent from
939 in 2017
Impairment or distraction
370 fatal and serious collisions
11.1 per cent from
333 in 2017
Injudicious actions
351 fatal and serious collisions
14.3 per cent from
307 in 2017
Behaviour or inexperience
302 fatal and serious collisions
14.8 per cent from
263 in 2017
Note: (a) Figures show the number of fatal and serious collisions involving at least one contributory factor from the relevant group.
The listing of each group is provided in previous page.
Figure 4-11 Fatal and serious collisions associated with human contributory factors by group and year
1,217.41,030 991 949 977 1,022 963 1,003 939 955
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Driver/Rider error or reaction
391.2344
307 329 323368 356 370
333370
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Impairment or distraction
422.0
340304 297 270 288 307 322 307
351
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Injudicious actions
363.2308 302 285 280
303262 276 263
302
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Behaviour or inexperience
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Figure 4-11 shows that fatal and serious collisions where at least one of the aforementioned human
factors was attributed have increased, with impairment or distraction increasing by 11.1 per cent from
333 in 2017 to 370 in 2018.
Investigating the impairment or distraction human factor category further, Figure 4-12 details the
number of fatal and serious collisions involving at least one driver using a mobile phone. The number
of fatal and serious collisions has decreased gradually from 2016 to be 16 in 2018 and is one above
from the baseline (of 15.0).
Figure 4-12 Fatal and serious collisions where mobile phone use attributed by year
Table 4-3 highlights the top 20 human contributory factors by severity linked to collisions for 2018
(ranked by fatal and serious collisions). The top three contributory factors involved in fatal and serious
collisions were all from the driver/rider error or reaction group. This group features heavily in all
collisions.
From the table, it is evident that the impairment or distraction human factor category also remains a
major issue. Individual factors such as fatigue; impaired by alcohol; distraction in vehicle; and illness
or disability, mental or physical contributed to 109, 97, 83, and 68 fatal and serious collisions
respectively in 2018. This has followed a similar profile as that for the corresponding casualties apart
from few subtle variations in the ranking.
15.013
11
1719
13
1720
1816
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Driver using mobile phone
Driver using mobile phone 16 fatal and serious collisions 11.1 per cent from 2017
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Table 4-3 Top 20 human contributory factors attributed to collisions by severity, 2018
Rank Contributory Factor Fatal + serious Fatal Serious Slight Total
1 405 Failed to look properly 436 47 389 1,807 2,243
2 406 Failed to judge other person’s path or speed 338 29 309 1,566 1,904
3 410 Loss of control 295 42 253 678 973
4 602 Careless, reckless or in a hurry 201 22 179 660 861
5 403 Poor turn or manoeuvre 160 15 145 546 706
6 307 Travelling too fast for conditions 132 16 116 390 522
7 308 Following too close 117 7 110 710 827
8 503 Fatigue 109 19 90 248 357
9 501 Impaired by alcohol 97 15 82 209 306
10 409 Swerved 84 8 76 262 346
11 509 Distraction in vehicle 83 10 73 234 317
12 408 Sudden braking 81 6 75 566 647
13 306 Exceeding speed limit 76 14 62 144 220
14 505 Illness or disability, mental or physical 68 16 52 137 205
15 601 Aggressive driving 49 10 39 114 163
16 605 Learner or inexperienced driver/rider 47 3 44 141 188
17 502 Impaired by drugs (illicit or medicinal) 42 13 29 63 105
18 303 Disobeyed double white lines 30 3 27 104 134
19 510 Distraction outside vehicle 29 2 27 82 111
20 302 Disobeyed 'Give Way' or 'Stop' sign or markings 16 3 13 34 50
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Behaviour or inexperience
Notes: (a) Table reports number of collisions. (b) Table ranked by fatal and serious collisions. (c) As more than one contributory factor can be recorded per collision; columns will not sum to their respective totals.
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Table 4-4 is an adaptation of the ‘Fatal Four’ driving offences:
• Speeding (CFs 306 and 307)
• Improper use of restraints (Casualty code “Seat belt in use – not used”)
• Distraction (including use of mobile phone) (CFs 508, 509 and 510)
• Impaired by drink and drugs (CFs 501 and 502)
Note: For CF code definitions refer to Table 4-2
It can be seen from Table 4-4 that collisions involving ‘improper use of or no restraints’ increased in
fatal and slight severities in 2018. Fatal collisions linked to restrains have increased by 44.4 per cent.
Due to the recording of the use of seatbelts not being mandatory this category potentially shows the
minimum number of collisions by severity of the collision. In terms of collisions, the table does show
that in 2018 a minimum of 147 total collisions had recorded ‘improper use of or no restraints’ this is a
12.2 per cent increase from the value recorded in 2017. The number of fatal and serious collisions
showed a decrease of 2.8 per cent and slight collisions showed an increase of 30.0 per cent
compared to values in 2017.
Impaired by drink and drugs showed an increase across all severities compared to 2017.
Table 4-4 Collisions involving speeding, restraints, distractions and drink/drugs, 2018
Category/ Severity
Speeding Restraints(a) Distractions Drink/Drugs
Fatal 28
12.0%
26 44.4%
15 6.3%
22 29.4%
Serious 162 5.9%
43 18.9%
104 33.3%
100 29.9%
Fatal + Serious
190 6.7%
69 2.8%
119 26.6%
122 29.8%
Slight 507
7.1%
78
30.0%
319
13.3%
250 3.7%
Total 697 3.7%
147 12.2%
438 5.2%
372 11.0%
Notes: (a) The recording of seatbelts is only required in STATS19 for fatalities who are occupants of vehicles in which the
wearing of a seatbelt is mandatory. However, police forces can choose to collect this data for all collision severities and hence any large variation in ‘Restraints’ is likely come, at least in part, from the increase or decrease of the recording by police forces.
(b) Percentages represent the per cent change of 2018 values from 2017 values; percentages are only shown where the base is 15 or more including if unchanged.
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Contributory Factors
Overview
Based on STATS2023 contributory factors should only be recorded in STATS19 data for collisions
attended by a police officer. This is due in part because contributory factors are subjective and
depend on the police officer’s experience and their skill of investigating. For any collision attended by
a police officer up to six contributory factors can be recorded, these give an indication as to what may
have occurred.
Figure 4-13 shows the number and percentage of collisions on the SRN which were attended by a
police officer between 2005 and 2018.
It can be seen that from 2005 to 2014 the percentage of collisions attended by police officers varied
between the lowest value of 88.5 per cent and the highest value of 91.1 per cent. However, the figure
shows a significant decrease in the number and percentage of collisions attended by a police officer
through 2016 to 2018. This reduction should be taken into consideration by the reader when
analysing contributory factor tables.
Figure 4-13 Number and percentage of collisions where police attended (2005-2018)
23
STATS20 “Instructions for the Completion of Road Accident Reports from non-CRASH Sources” Department for
Transport, September 2011.
13,8
57
13,4
66
12,8
36
11,4
47
10,6
93
10,2
59
9,8
72
9,5
49
9,2
32
9,6
46
9,1
26
8,1
76
7,1
38
6,6
91
15,353 14,835 14,26512,827
12,07611,414 10,947 10,520 10,145 10,589 10,299 10,158
8,843 8,460
90.3%
90.8%
90.0%
89.2%
88.5%
89.9%
90.2%
90.8%
91.0%
91.1%
88.6%
80.5%
80.7% 79.1%
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total collisions Collisions attended by police % Attendance
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Contributory factors attributed to collisions
Table 4-5 illustrates the top 10 contributory factors related to people, vehicles and roads. It is clear
that contributory factors relating to people were attributed to the most collisions compared to vehicle
and road related contributory factors. Failed to look properly was attributed to the majority of collisions
26.5 per cent (2,243) in 2018. Slippery road (due to weather) was the most common road contributory
factor, being attributed to 7.0 per cent (593) of collisions in 2018. The most common vehicle
contributory factor was vehicle blind spot which was attributed to 1.8 per cent (152) of collisions in
2018.
Table 4-5 Top 10 contributory factors attributed to collisions, 2018
Rank Contributory Factor 2018
Percentage of collisions, 2018
Pe
op
le
1 405 Failed to look properly 2,243 26.5%
2 406 Failed to judge other person’s path or speed 1,904 22.5%
3 410 Loss of control 973 11.5%
4 602 Careless, reckless or in a hurry 861 10.2%
5 308 Following too close 827 9.8%
6 403 Poor turn or manoeuvre 706 8.3%
7 408 Sudden braking 647 7.6%
8 307 Travelling too fast for conditions 522 6.2%
9 503 Fatigue 357 4.2%
10 409 Swerved 346 4.1%
Ve
hic
les
1 710 Vehicle blind spot 152 1.8%
2 201 Tyres illegal, defective or under inflated 84 1.0%
3 203 Defective brakes 42 0.5%
4 204 Defective steering or suspension 29 0.3%
5 206 Overloaded or poorly loaded vehicle or trailer 24 0.3%
6 202 Defective lights or indicators 7 0.1%
7 705 Dazzling headlights 6 0.1%
8 709 Visor or windscreen dirty, scratched or frosted etc. 5 0.1%
9 205 Defective or missing mirrors 2 0.0%
Ro
ad
s
1 103 Slippery road (due to weather) 593 7.0%
2 707 Rain, sleet, snow, or fog 151 1.8%
3 706 Dazzling sun 100 1.2%
4 109 Animal or object in carriageway 68 0.8%
5 108 Road layout (eg. bend, hill, narrow carriageway) 50 0.6%
6 102 Deposit on road (eg. oil, mud, chippings) 47 0.6%
7 708 Spray from other vehicles 41 0.5%
8 701 Stationary or parked vehicle(s) 36 0.4%
9 107 Temporary road layout (eg. contraflow) 30 0.4%
10 703 Road layout (eg. bend, winding road, hill crest) 27 0.3%
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Vision affected by Road environment Vehicle defect
Behaviour or inexperience
Note: (a) In 2018, there were a total of 8,460 collisions. (b) There are only nine contributory factors associated with vehicles whereas only the top 10 contributory factors
associated with people and roads are shown.
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Top 10 contributory factors by road classification
Table 4-6 illustrates top 10 contributory factors attributed to collisions by road classification.
Based on the results shown in Table 4-6, “Failed to look properly” was the top contributory factor
attributed to collisions across all road classes in 2018. Four out of the top five contributory factors
across most road classes are in relation to “Driver/Rider error or reaction”; the exception being
Motorway where it was three of the top five.
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Table 4-6 Top 10 contributory factors attributed to collisions by road classification, 2018
Rank Contributory Factor 2018
Motorway
(79.9% of collisions attended by police)
1 405 Failed to look properly 1,028
2 406 Failed to judge other person’s path or speed 946
3 410 Loss of control 443
4 308 Following too close 426
5 602 Careless, reckless or in a hurry 370
6 408 Sudden braking 322
7 403 Poor turn or manoeuvre 292
8 103 Slippery road (due to weather) 259
9 307 Travelling too fast for conditions 242
10 503 Fatigue 185
A-road
(78.4% of collisions attended
by police)
1 405 Failed to look properly 1,215
2 406 Failed to judge other person’s path or speed 958
3 410 Loss of control 530
4 602 Careless, reckless or in a hurry 491
5 403 Poor turn or manoeuvre 414
6 308 Following too close 401
7 103 Slippery road (due to weather) 334
8 408 Sudden braking 325
9 307 Travelling too fast for conditions 280
10 509 Distraction in vehicle 179
A-road dual carriageway
(76.6% of collisions attended by police)
1 405 Failed to look properly 827
2 406 Failed to judge other person’s path or speed 698
3 410 Loss of control 387
4 602 Careless, reckless or in a hurry 351
5 403 Poor turn or manoeuvre 288
6 308 Following too close 281
7 103 Slippery road (due to weather) 267
8 408 Sudden braking 253
9 307 Travelling too fast for conditions 227
10 501 Impaired by alcohol 132
A-road single carriageway (83.5% of collisions attended
by police)
1 405 Failed to look properly 388
2 406 Failed to judge other person’s path or speed 260
3 410 Loss of control 143
4 602 Careless, reckless or in a hurry 140
5 403 Poor turn or manoeuvre 126
6 308 Following too close 120
7 408 Sudden braking 72
8 103 Slippery road (due to weather) 67
9 509 Distraction in vehicle 66
10 307 Travelling too fast for conditions 53
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Road environment Behaviour or inexperience
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5. Topics of Interest The purpose of this section is to provide analysis for a range of topics of interest. The topics are
themes that affect the SRN and hence include more detailed analysis than the overall assessment of
casualty (and collision) trends in the previous sections.
This section includes the following topics of interest:
• Fatally injured casualties
• Seriously injured casualties
• Killed or seriously injured (KSI) casualties
• Slightly injured casualties
• Child casualties
• Young motorists
• Older and Elderly casualties
• Weather effects on the SRN
• Junctions
• Vehicle Defects
• Goods vehicles (HGVs and LGVs)
• Motorcycle users
• Hardshoulders and lay-bys
• Collision type
• Vulnerable and non-motorised users
• Journey purpose
• Towing
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Fatally Injured Casualties
This section provides an overview of fatalities on the SRN for 2018 along with comparisons to
previous years as required.
In 2018, there were 250 fatalities on the SRN; (Figure 5-1). The estimated cost of fatalities on the
SRN in 2018 was £427.624.
Figure 5-2 shows that in 2018, October had the most fatalities with 30 in the month. This was closely
followed by May which had 26 fatalities and then by December which had 24 fatalities.
Table 5-1 shows fatalities by casualty type, it can be seen that in 2018:
• 57.6 per cent of fatalities were car occupants (144 of 250)
• 16.8 per cent of fatalities were pedestrians (42 of 250)
• 12.8 per cent of fatalities were motorcycle users (32 of 250)
Table 5-1 also shows the number of pedestrian fatalities decreased to 42 in 2018 from 44 in 2017 and
motorcycle user fatalities increased to 32 in 2018 from 25 in 2017.
Table 5-2 provides a breakdown of fatalities by casualty age. There was a reduction in the number of
fatalities for the age group (16-19) years from 2017, while fatalities for the age groups 60-69 and 70+
years have increased.
Figure 5-3 shows fatalities by road classification in 2018 and it can be seen that:
• A-road single carriageway fatalities increased to 63, from 58 in 2017
• A-road dual carriageway fatalities increased to 102, from 87 in 2017
• A-road fatalities, as a whole, increased to 165, from 145 in 2017
• Motorway fatalities decreased to 85, from 91 in 2017
Figure 5-4 illustrates that hitting an object off the carriageway was attributed to 63 fatalities and is
25.2 per cent of all fatalities in 2018. This is a decrease on the 2017 value of 69. Of those fatalities
that involved hitting an object off the carriageway in 2018, 33.3 per cent were attributed to hitting a
tree and 46.0 per cent were attributed to hitting a barrier of some kind. This is equivalent to 8.4 per
cent and 11.6 per cent of all fatalities (250) respectively.
Table 5-3 shows fatalities by junction detail, overall 16.8 per cent of fatalities occurred at junctions in
2018. The total number of fatalities occurring at junctions decreased to 42 in 2018 from 50 in 2017.
24
Based on the average value of prevention per casualty at 2010 prices and 2018 values, DfT WebTAG: Unit A 4.1.1, May
2019.
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Fatal casualty infographics
250 fatally injured casualties
Figure 5-1 Fatally injured casualties by year, SRN
30 fatally injured casualties occurred in October
Figure 5-2 Fatally injured casualties by month, 2018
Table 5-1 Fatally injured casualties by type, 2018
Casualty type 2018
57.6 per cent of total fatally injured casualties involved car occupants
144
Car occupants
32 Motorcycle users
19 - Goods vehicle occupants (equal to or under 3.5 tonnes)
9 - HGV occupants (over 3.5 tonnes)
42 Pedestrians
1 - Pedal cyclists
Table 5-2 Fatally injured casualties by age group, 2018
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
4 14 175 31 26
422
389
370
350
255
249
251
217
244
211
224
231
236
250
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatalities
23
16
18
21
26
10
21
22
16
30
23
24
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
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66.0 per cent of all fatally injured casualties occurred on A-roads
165 102
17.2%
A-road A-road dual carriageway
85 63
8.6%
Motorway
A-road single carriageway
Figure 5-3 Fatally injured casualties by road classification, 2018
63 fatally injured casualties involved hitting an object off the carriageway in 2018 11.6 per cent of all fatally injured casualties (250) involved hitting a crash barrier of some kind (29)
Figure 5-4 Fatally injured casualties by objects hit off carriageway, 2018
Table 5-3 Fatally injured casualties by junction detail, 2018
16.8 per cent of fatally injured casualties were at a junction
Junction detail 2018
Slip road 18
T or staggered 10 -
Crossroad 5 -
Roundabout 6 -
Private drive or entrance 0 -
More than 4 arms (not roundabout) 0 -
Mini-roundabout 0 -
Other 3 -
Not at junction 208
Tree (21)
Entered ditch (2)
Other permanent object (4)
Road sign or traffic signal (7)
63
Central crashbarrier (11) Near/Offside
crash barrier (18)
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Figure 5-5 Fatal collision locations across the SRN Due to the number of serious and slight being higher it is not practical to represent them on a map.
Therefore there is no HAPMS 2018 Network figure in the corresponding sections for these severities.
Contains OS data © Crown copyright and database right (2018)
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Seriously Injured Casualties
This section provides an overview of seriously injured casualties on the SRN for 2018 along with
comparisons to previous years as required. As explained in Section 1.3 the reporting of STATS19 via
CRASH/COPA has had an impact on both seriously injured and slightly injured collision and casualty
data.
In 2018, there were 1,737 seriously injured casualties on the SRN; this is an increase of 120 seriously
injured casualties from the 2017 value of 1,617 (Figure 5-6). The introduction of CRASH and COPA
has led to a change in recording methodology leading to a requirement to produce “adjusted” and
“unadjusted” figures to explain the apparent difference (see section 1-3). The estimated cost of
seriously injured casualties on the SRN in 2018 was £333.9m24.
Figure 5-7 shows that in 2018 August had the most seriously injured casualties with 175 in the month.
This was followed by July and May with 175 and 166 seriously injured casualties respectively.
Table 5-4 shows seriously injured casualties by type, it can be seen that in 2018:
• 64.8 per cent of seriously injured were car occupants (1,126 of 1,737)
• 18.5 per cent of seriously injured were motorcycle users (321 of 1,737)
• 3.1 per cent of seriously injured were pedestrians (54 of 1,737)
Table 5-4 also shows the number of seriously injured pedestrians increased by 25.6 to 54 in 2018
from 43 in 2017 (however, it was also 54 in 2016), and number of seriously injured motorcycle users
increased over this period. The number of pedal cyclists decreased.
Table 5-5 shows a breakdown of seriously injured by casualty age. It can be seen that the number of
serious injuries decreased across Children (0-15) and Elderly (70+) age groups, with Elderly (70+)
having the greatest decrease from 2017.
In 2018, all road classes showed an increase in seriously injured casualties (Figure 5-8). The changes
to seriously injured casualties by road classification are:
• A-road single carriageway serious injuries increased to 363, from 357 in 2017
• A-road dual carriageway serious injuries increased to 652, from 599 in 2017
• A-road serious injuries, as a whole, increased to 1,015, from 956 in 2017
• Motorway serious injuries increased to 722, from 661 in 2017
In 2018, hitting an object off the carriageway was associated with 403 seriously injured casualties
(Figure 5-9), and is 23.2 per cent of all seriously injured casualties in 2018. This is a slight increase on
the 2017 value of 399. Of those seriously injured casualties that involved hitting an object off the
carriageway 45.2 per cent were attributed to hitting a barrier of some kind and 20.8 per cent were
attributed to hitting a tree; this is 10.5 per cent and 4.8 per cent of all seriously injured casualties
Table 5-6 shows seriously injured casualties by junction detail, overall 22.3 per cent of serious injuries
occurred at junctions in 2018. The total number of seriously injured casualties at junctions decreased
to 387 in 2018 from 397 in 2017. The majority of seriously injured casualties at junctions were
attributed to slip roads, roundabouts, and T or staggered junctions. However, the three junctions have
seen a decrease from the corresponding 2017 value. In contrast, cross roads showed an increase
from 11 in 2017 to 23 in 2018.
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Seriously injured casualty infographics
1,737 seriously injured casualties
Figure 5-6 Seriously injured casualties by year, SRN
175 seriously injured casualties occurred in August
Figure 5-7 Seriously injured casualties by month, 2018
Table 5-4 Seriously injured casualties by type, 2018
Casualty type 2018
1,126
Car occupants
321 Motorcycle users
111 Goods vehicle occupants (equal to or under 3.5 tonnes)
63 HGV occupants (over 3.5 tonnes)
54 Pedestrians
34 Pedal cyclists
Table 5-5 Seriously injured casualties by age group, 2018
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
53 95 1,269 160 146 14
2,2
69
2,0
51
2,0
35
1,7
53
1,7
12
1,6
37
1,5
78
1,4
79
1,4
65
1,6
42
1,5
60
1,7
74
1,6
17
1,7
37
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Seriously injured casualties
121
115
118
136
166
153
170
175
161
142
144
136
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
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58.4 per cent of all seriously injured casualties occurred on A-roads
1,015 652
A-road A-road dual carriageway
All road classes had an increase in seriously injured casualties
722 363
Motorway
A-road single carriageway
Figure 5-8 Seriously injured casualties by road classification, 2018
403 seriously injured casualties involved hitting an object off the carriageway in 2018 10.5 per cent of all seriously injured casualties involved in hitting a crash barrier of some kind
Figure 5-9 Seriously injured casualties by objects hit off carriageway, 2018
Table 5-6 Seriously injured casualties by junction detail, 2018
22.3 per cent of seriously injured casualties were at junctions
Junction detail 2018
Slip road 119
Roundabout 116
T or staggered 99
Private drive or entrance 9
Crossroad 23
More than 4 arms (not roundabout) 2
Mini-roundabout 0
Other 19
Not at junction 1,350
Central crash
barrier (84)
Tree (84)
Road sign or traffic
signal (34)
Other permanent object (32)
Wall or fence (29)
Entered ditch (28)
Lamp post(13)
Telegraph or electricity pole (1)
403
Near/Offside
crash barrier
(98)
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Killed or Seriously Injured Casualties
This section provides an overview of killed or seriously injured (KSI) casualties on the SRN for 2018
along with comparisons to previous years as required. As explained in Section 1.3 the reporting of
STATS19 via CRASH/COPA has had an impact on seriously injured and slightly injured collision and
casualty data.
In 2018, there were 1,987 KSI casualties on the SRN; an increase of 134 KSI casualties from the
2017 value of 1,853. The estimated cost of KSI casualties on the SRN in 2018 was £761.5m24.
Figure 5-11 shows that August, with 197, had the most number of KSI casualties followed by May with
192 and then July with 191.
Table 5-7 shows KSI casualties by type, it can be seen that in 2018:
• 63.9 per cent of KSI casualties were car occupants (1,270 of 1,987)
• 17.8 per cent of KSI casualties were motorcycle users (353 of 1,987)
• 4.8 per cent of KSI casualties were pedestrians (96 of 1,987)
Table 5-7 also shows the number of pedestrian KSI casualties increased to 96 in 2018, from 87 in
2017 and that motorcycle user KSI casualties increased to 353 in 2018, from 326 in 2017.
Table 5-8 shows a breakdown of KSI casualties by age. The number of KSI casualties for most of the
age groups increased, with Older (60-69) having the greatest increase from 2017. The exception are
Children (0-15) and Elderly (70+) age group where the KSI casualties decreased from 2017.
In 2018, all road classes showed an increase in KSI casualties (Figure 5-12). The changes to KSI
casualties by road classification are:
• A-road single carriageway KSI casualties increased to 426, from 415 in 2017
• A-road dual carriageway KSI casualties increased to 754, from 686 in 2017
• A-road KSI casualties, as a whole, increased to 1,180, from 1,101 in 2017
• Motorway KSI casualties increased to 807, from 752 in 2017
In 2018, hitting an object off the carriageway was associated with 466 KSI casualties (Figure 5-13),
and is 23.5 per cent of all KSI casualties. This is a slight decrease on the 2017 value of 468. Of those
KSI casualties that involved hitting an object off the carriageway 45.3 per cent were attributed to
hitting a barrier of some kind and 22.5 per cent attributed to hitting a tree. This is equivalent to 10.6
per cent and 5.3 per cent of all KSI casualties (1,987) respectively.
In 2018, 21.6 per cent of KSI casualties were at junctions, with the total number decreasing to 429
from 447 in 2017. Table 5-9 shows KSI casualties by junction detail. Similar to trends evident in
seriously injured casualties, the table shows that cross roads had a notable increase in KSI casualties
from 2017.
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KSI casualty infographics
1,987 KSI casualties
Figure 5-10 KSI casualties by year, SRN
197 KSI casualties in August
Figure 5-11 KSI casualties by month, 2018
Table 5-7 KSI casualties by type, 2018
Casualty type 2018
1,270
Car occupants
353 Motorcycle users
130 Goods vehicle occupants
(equal to or under 3.5 tonnes)
72 HGV occupants (over 3.5 tonnes)
96 Pedestrians
35 Pedal cyclists
Table 5-8 KSI casualties by age group, 2018
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
57 109 1,444 191 172 14
2,6
91
2,4
40
2,4
05
2,1
03
1,9
67
1,8
86
1,8
29
1,6
96
1,7
09
1,8
53
1,7
84
2,0
05
1,8
53
1,9
87
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties
144
131
136
157
192
163
191
197
177
172
167
160
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
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59.4 per cent of all KSI casualties were on A-roads
1,180 754
A-road A-road dual carriageway
A-road dual carriageway - the road class with the highest increase in KSI casualties
807 426
Motorway
A-road single carriageway
Figure 5-12 KSI casualties by road classification, 2018
466 KSI casualties involved hitting an object off the carriageway in 2018 10.6 per cent of all KSI casualties involved hitting a barrier of some kind
Figure 5-13 KSI casualties by objects hit off carriageway, 2018
Table 5-9 KSI casualties by junction detail, 2018
21.6 per cent of KSI casualties were at a junction
Junction detail 2018
Slip road 137
T or staggered 109
Roundabout 122
Crossroad 28
Private drive or entrance 9
More than 4 arms (not roundabout) 2
Mini-roundabout 0
Other 22
Not at junction 1,558
Near/Offside crash barrier
(116)
Tree (105)Central crash barrier (95)
Road sign or traffic
signal (41)
Other permanent object (36)
Entered ditch (30)
Wall or fence (29)
Lamp post(13)
Telegraph or electricity pole (1)
466
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Slightly Injured Casualties
This section provides an overview of slightly injured casualties on the SRN for 2018 along with
comparisons to previous years as required. As explained in Section 1.3 the reporting of STATS19 via
CRASH/COPA has had an impact on both seriously injured and slightly injured collision and casualty
data.
In 2018, there were 11,393 slightly injured casualties on the SRN; a decrease of 979 slightly injured
casualties from the 2017 value of 12,372. The total cost of slightly injured casualties on the SRN in
2018 was £168.8m24.
Figure 5-15 shows that in 2018 May had the most slightly injured casualties with 1,075 whilst
February had the fewest with 815.
Table 5-10 shows slightly injured casualties by type, it can be calculated that in 2018:
• 85.4 per cent of slightly injured were car occupants (9,733 of 11,393)
• 6.0 per cent of slightly injured were goods vehicle occupants (under 3.5 tonnes or unknown weight) (681 of 11,393)
• 3.8 per cent of slightly injured were motorcycle users (432 of 11,393)
Table 5-11 shows the number of slightly injured casualties by age group in 2018. All the age groups
except Elderly (70+) show a decrease in the number of slightly injured casualties from that in 2017,
with Young (16-19) having the greatest reduction. Elderly (70+) age group showed an increase from
2017.
In 2018, the number of slightly injured casualties decreased across all road classes (Figure 5-16). The
changes to slightly injured casualties by road classification are:
• A-road single carriageway slightly injured casualties decreased to 1,497, from 1,650 in 2017
• A-road dual carriageway slightly injured casualties decreased to 4,196, from 4,544 in 2017
• A-road slightly injured casualties, as a whole, decreased to 5,693, from 6,194 in 2017
• Motorway slightly injured casualties decreased to 5,700, from 6,178 in 2017
In 2018, hitting an object off the carriageway was associated with 1,627 slightly injured casualties
(Figure 5-17), and is 14.3 per cent of all slightly injured casualties. This is a decrease on the 2017
value of 1,931. Of those slightly injured casualties that involved hitting an object off the carriageway
61.1 per cent were attributed to hitting a barrier of some kind and 12.1 per cent attributed to hitting a
tree. This is equivalent to 8.7 per cent and 1.7 per cent of all slightly injured casualties (11,393)
respectively.
Table 5-12 shows slightly injured casualties by junction detail, overall 24.7 per cent of slightly injured
casualties were at junctions in 2018. The total number of slightly injured casualties at junctions
decreased to 2,811 in 2018 from 3,130 in 2017; a decrease of 10.2 per cent. Roundabouts and slip
roads both had significantly more slightly injured casualties compared to other junction types in 2018
with 1,126 and 849 respectively. However, slightly injured casualties on slip roads decreased from
2017. Roundabouts show an increase from 2017.
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Slightly injured casualty infographics
11,393 slightly injured casualties
Figure 5-14 Slightly injured casualties by year, SRN
1,075 slightly injured casualties in May
Figure 5-15 Slightly injured casualties by month, 2018
Table 5-10 Slightly injured casualties by type, 2018
Casualty type 2018
85.4 per cent of the slightly injured casualties involved car occupants
9,733
Car occupants
432 Motorcycle users
681 Goods vehicle occupants (equal to or under 3.5 tonnes)
254 HGV occupants (over 3.5 tonnes)
52 Pedestrians
68 Pedal cyclists
Table 5-11 Slightly injured casualties by age group, 2018
Children (0-15)
Young (16-19)
Other (20-59)
Older (60-69)
Elderly (70+)
Unknown age
708 585 8,545 786 640 129
21,4
93
20,7
56
19,7
86
17,8
00
17,0
73
16,1
36
15,8
91
14,9
77
14,3
85
14,9
61
14,5
87
14,2
28
12,3
72
11,3
93
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Slightly injured casualties
899
815
827
953
1,0
75
975
1,0
24
1,0
61
951
1,0
12
919
882
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
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36.8 per cent of all slightly injured casualties were on A-road dual carriageways
5,693 4,196
A-road A-road dual carriageway
All the road classes had a reduction in slightly injured casualties
5,700 1,497
Motorway
A-road single carriageway
Figure 5-16 Slightly injured casualties by road classification, 2018
1,627 slightly injured casualties involved hitting an object off the carriageway in 2018 8.7 per cent of all slightly injured casualties involved hitting a barrier of some kind
Figure 5-17 Slightly injured casualties by objects hit off carriageway, 2018
Table 5-12 Slightly injured casualties by junction detail, 2018
24.7 per cent of slightly injured casualties were at a junction
Junction detail 2018
Roundabout 1,126
Slip road 849
T or staggered 507
Crossroad 143
Private drive or entrance 51
More than 4 arms (not roundabout) 16
Mini-roundabout 2
Other 117
Not at junction 8,582
Central crash barrier(565)
Near/Offside crash barrier (429)
Tree(197)
Entered ditch (104)
Road sign or traffic signal
(104)
Other permanent object (94)
Wall or fence (72)
Lamp post(58)
Telegraph or electricity pole (4)
1,627
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Child Casualties
This section investigates child (ages 0-15) casualties and KSI casualties by year, road class and
gives a breakdown of KSI casualties by type.
Child casualty summary
Figure 5-18 shows child casualties and KSI casualties by year. There is an emerging three-year trend
in significantly reducing child casualties, and child KSI casualties. In the latest reporting year there
were 765 child casualties in 2018, a decrease on the 2017 value of 847. Child KSI casualties also
decreased from 2017 to 2018, from 60 to 57.
765 child casualties in 2018
57 child KSI casualties in 2018
Figure 5-18 Total and KSI child casualties by year
Figure 5-19 shows a breakdown of 2018 child KSI casualties by casualty type. It can be seen that 47
of the 57 (82.5 per cent) child KSI casualties were car occupants. The next highest type were
pedestrians and goods vehicle occupants which accounted for 3 child KSI casualties each.
82.5% of chlid casualties were car occupants in 2018
Car occupants Pedestrians Goods vehicle
occupants HGV occupants
(Over 3.5 tonnes) Pedal cyclists Bus / coach
occupants Motorcycle occupants
Figure 5-19 Child KSI casualties by type, 2018
1,1
41.6
935
1,0
10
862
813
972
844
906
847
765
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of child casualties
82.4
85
64
60
38
64
40
81
60
57
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of child KSI casualties
47
3 3 1 1 1 1
Child KSI casualties, 2018
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Figure 5-20 gives a breakdown of child casualties and KSI casualties by road class. It can be seen
that child KSI casualties on both A-road dual and single carriageways decreased from 2017 to 2018.
However, child KSI casualties on motorways increased by 1, from 26 in 2017 to 27 in 2018.
Nonetheless, it can also be seen that for the fourth consecutive year child casualties have decreased
on motorways with 354 in 2018. In contrast, in 2018, child casualties on A-road single carriageways
increased for the fourth consecutive year to 156 from 145 in 2017.
Child KSI casualties
Child casualties
Figure 5-20 Child casualties by severity and road class
39.2
28
32
28
17
28
18
35 26 27
25.4
30
17
22
9
22
15
29
16
15
17.8
27
15
10
12
14
7
17
18
15
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
MotorwayA-road dual carriagewayA-road single carriageway
583.4
459
522
392 421
502 462 443 400
354
369.2 322 342
298 278 328
272
347 302
255
189.0 154 146
172 114
142 110 116
145 156
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Road classA-road dual carriagewayA-road single carriageway
Motorway
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Young Motorist
This section investigates casualty trends where a collision involved at least one young motorist aged
between 17 and 24 years. The number of casualties involving a young motorist still remains at
approximately one quarter of total casualties (3,271 out of 13,380).
Casualties involving young motorists by severity
The historic number of casualties by severity between 2010 and 2018 together with the baseline
average are shown in Figure 5-21 and Figure 5-22. As shown in Figure 5-21 the number of young
motorists involved in fatalities increased in 2018 (56) from 2017 (40). Also, the number of KSI
casualties (Figure 5-21) increased. However, the number of total casualties (Figure 5-22) decreased
in 2018.
56 fatalities involving young motorists
442 KSI casualties involving young motorists
Figure 5-21 Fatalities and KSI casualties involving young motorists
3,271 casualties involving young motorists
Figure 5-22 Casualties involving young motorists
85.2
60
70
31
45
28
47
50
40
56
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of fatalities involving at least one young motorists
599.4
468
447
340
327
367
427
420
415
442
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of KSI casualties involving at least one young motorists
6,8
96.8
5,6
57
5,3
53
4,6
78
4,4
36
4,5
79
4,7
38
4,4
81
3,8
48
3,2
71
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Number of casualties involving at least one young motorists
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Cost of motoring effect on casualties involving young motorists
Figure 5-23 compares the change of UK average petrol prices and KSI casualties involving young
motorists, indexed to their respective baseline averages (2005-2009). It can be observed that the two
parameters potentially correlate, with an increase in petrol prices typically corresponding with a
decrease in KSI casualties involving young motorists. However, 2018 is an exception to this
correlation.
Figure 5-23 also shows that KSI casualties involving young motorists have increased by 4.5 index
points from 2017. The KSI casualties not involving young motorists also increased by 6.2 index points
between the years (2017 to 2018) but its trajectory is not as closely correlated to fuel prices.
Average UK cost of petrol at pump 125.2 pence 30.8 per cent since the BSL
Notes: (a) KSI casualties not involving young motorists represent the number of KSI casualties where no
young motorists were involved. (b) Data sourced from gov.uk, Department of Energy & Climate Change25.
Figure 5-23 Index of changes in UK average petrol price and KSI casualties involving/not involving young motorists
25 UK fuel prices sourced from Table 4.1.2 average annual retail prices of petroleum products and a crude oil price index UK
82.4 80.3 78.8 80.386.3
78.892.1
83.5 89.7
122.1
139.2 141.4 140.1133.2
116.1 113.7
122.8130.8
78.174.6
56.7 54.661.2
71.2 70.1 69.273.7
20.0
100.0
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Indexed KSI casualties not involving youngmotoristsIndexed UK average unleaded petrol prices atpumpIndexed KSI casualties involving young motorists
Index (BSL = 100)
Index = 100.0Baseline average (2005-2009)
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Casualties involving young motorists by road classification
Appendix Table K-3 provides the number of casualties involving young motorists by road classification
and severity. The trend over time of the number of casualties, tabulated in Appendix Table K-3, is
presented in Figure 5-24 by road classification and severity.
Figure 5-24 shows that there were increases in fatalities across motorways and A-road single
carriageways in 2018, compared to 2017. The opposite trend is shown for the number of KSI
casualties across all classifications between 2017 and 2018, including a significant increase in A-road
dual carriageways from 130 in 2017 to 178 in 2018.
Fatalities involving young motorists
KSI casualties involving young motorists
Casualties involving young motorists
Figure 5-24 Casualties involving young motorists by severity and road class
38.8
25
28
11
13
11
14 15
6
19
30.8
21
30
13
24
13
24 2522
1615.6
1412
7 84
9 10
12
21
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
255.6
211
185
131
137
136
165
166
189
169
218.4
162
173
141
123
139
154
182
130
178
125.4
95 8968 67
92108
72
96
95
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
3,527.2
2,9312,680
2,166 2,159 2,1682,353
2,129
1,822
1,518
2,400.4
1,970 2,0371,860
1,670 1,732 1,753 1,764
1,4661,323
969.2756
636 652 606 679 632 588 560430
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
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Contributory factors associated with young motorists
The number of KSI casualties involving young motorists for the top 10 contributory factors are
highlighted in Table 5-13. The top 10 contributory factors are grouped under “driver/rider error or
reaction”, “injudicious action”, “behaviour or inexperience”, “impairment or distraction” and “road
environment” groupings.
The contributory factor related to the highest number of KSI casualties involving young motorists was
“loss of control” which contributed to 62 KSI casualties.
Of note, eight of the top 10 contributory factors listed in Table 5-13 also appear in the top 10
contributory factors attributed to all KSI casualties in 2018 (Appendix Table I-5); the exceptions were
“exceeding speed limit”, and “learner or inexperienced driver/rider”.
Table 5-13 Top 10 contributory factors for KSI casualties involving young motorists, 2018
Rank Contributory Factor 2018 Percentage of KSI
casualties
1 410 Loss of control 62 14.0%
2 405 Failed to look properly 57 12.9%
3 406 Failed to judge other person’s path or speed 44 10.0%
4 602 Careless, reckless or in a hurry 41 9.3%
5 306 Exceeding speed limit 28 6.3%
6 509 Distraction in vehicle 26 5.9%
7 103 Slippery road (due to weather) 24 5.4%
8 307 Travelling too fast for conditions 22 5.0%
9 605 Learner or inexperienced driver/rider 22 5.0%
10 403 Poor turn or manoeuvre 20 4.5%
Key (CF groups):
Driver/Rider error or reaction Injudicious action Behaviour or inexperience
Impairment or distraction Road environment
Notes: (a) Table reports the number of KSI casualties involving at least one young motorist where the specified contributory
factor was recorded at least once. (b) In 2018, there was a total of 442 KSI casualties involving young motorists.
The top 5 contributory factors attributed to collisions with young motorists are listed below and relate
to the total number of collisions where at least one of the factors was present in the collision and are
not necessarily attributed directly to the young motorist. The top 5 factors recorded at least once in a
collision involving a young motorist are:
• Failed to look properly
• Failed to judge other person’s path or speed
• Careless, reckless or in a hurry
• Loss of control
• Following too close
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Older and Elderly Casualties
This section gives an overview of Older (60-69) and Elderly (70+) KSI casualties.
Summary of older and elderly casualties
From Section 3.3.2 it can be seen that of the casualty age groups only Older (60-69) and Elderly
(70+) had more KSI casualties in 2018 than the baseline average, this is reiterated in Figure 5-25.
Figure 5-26 shows the percentage change in population from the baseline period (2005 to 2009) to
2018 by age groups. It can be seen that the Older and Elderly are the only groups above the average
increase for England. This growth in population for these age groups may, in part, be a contributor for
increased number of KSI casualties.
Older (60-69) 191 KSI casualties
Elderly (70+) 172 KSI casualties
Figure 5-25 Older and Elderly KSI casualties by year
Figure 5-26 Percentage change in population from BSL to 2018 by age groups
160.2 166 162 151 149
199 196
168 170191
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Older (60-69) KSI casualties
145.2 138151 141
188159
174193 183 172
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Elderly (70+) KSI casualties
8.1%
5.7%
14.1%
21.0%
8.2%
Children (0-15) Young (16-19) Other (20-59) Older (60-69) Elderly (70+)
% population growth from BSL (2005-2009) to 2018
Average % increase in population across England from BSL to 2018
-4.7%
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Figure 5-27 shows the Older and Elderly KSI casualties by road class. It can be seen that motorway
had the most (79) Older KSI casualties but the fewest (55) Elderly in 2018. It can also be seen that
the number of Older KSI casualties increased on A-road single carriageway, from 42 in 2017 to 51 in
2018. The opposite can be said for Elderly KSI casualties on A-road single carriageway which
decreased, from 71 in 2017 to 60 in 2018. Both the Older and Elderly KSI casualties on A-road dual
carriageway decreased, with Elderly decreasing from 64 in 2017 to 57 in 2018.
Figure 5-28 shows Older and Elderly KSI casualties in 2018 by casualty type. It can be seen that for
both Older and Elderly the majority of KSI casualties were car occupants in 2018, 131 and 144
respectively.
79 Older (60-69) KSI casualties on Motorways
60 Elderly (70+) KSI casualties on A-road single carriageways
Figure 5-27 Older and Elderly KSI casualties by road class
?
Car
occupants Motorcyclists
HGV occupants
Goods vehicle
occupants Pedestrians
Bus or coach
occupants
Pedal cyclists
Other26
Figure 5-28 Older and Elderly KSI casualties by type, 2018
26 Other includes any ridden horse, occupants of other vehicles, and unknowns
64.6 70 71
67 63
73 71 64 65
79
57.2
62 58
53
48 69 69
59 63
61
38.4 34 33 31
37
57 56 45
42
51
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
45.2 50 48
38
59
63
59
46 48 55
56.8 53 53
61 64
51
69 83
64 57
43.2 35
50 42
65
45 46
64
71
60
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
131
2714 5 6 3 3 2
144
13 2 3 5 1 2 2
Older (60-69) KSI casualties, 2018
Elderly (70+) KSI casualties, 2018
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Weather
This topic of interest analyses the effects of weather on the SRN. Weather events (rain, snow and fog
or mist) recorded along with the casualties, in 2018, equalled 2,092 and was equivalent to 15.6 per
cent of the total 13,380 casualties on the SRN; fine weather conditions were recorded in 81.1 per cent
of casualties.
Appendix Table M-1 to Table M-16 provide additional breakdowns of collisions and casualties by
weather group, road classification, contributory factors, severity, vehicle type and skidding.
Casualties by weather type
Figure 5-29 shows the number of total casualties by weather group for the years 2010 to 2018.
Between 2017 and 2018, the following changes occurred in total casualty numbers during weather
events:
• The number of casualties during snow increased to 276 from 120
• The number of casualties during rain decreased to 1,750 from 1,823
• The number of casualties during fog or mist decreased to 66 from 107
Appendix Table M-1 shows a further breakdown by severity.
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Fine
Rain
Snow
Fog or mist
Figure 5-29 Casualties by weather group and year
17,419.8
14,442 14,77513,001 13,037 13,608 13,555 13,580
11,81210,856
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with fine weather
3,184.2
2,275 2,306
2,900
2,062
2,5702,222
2,0511,823 1,750
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with rain
200.8
409
62
129
348
69114
90120
276
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with snow
246.8230
127
211197
175 174
110 107
66
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with fog or mist
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Casualties by harsh weather type
This section provides total casualties arising in harsh weather conditions (rain with high winds, and
snow with and without high winds) based on the weather categories in STATS19.
Figure 5-30 shows the number of total casualties by weather severity for the years 2010 to 2018. In
2018, the following occurred in total casualty numbers during harsh weather events:
• The number of casualties during rain with high winds is equivalent to 14.1 per cent of total casualties during rainy weather condition (247 of 1,750).
• The number of casualties during snow without high winds is equivalent to 54.3 per cent of total casualties during snowy weather condition (150 of 276).
• The number of casualties during snow with high winds is equivalent to 45.7 per cent of total casualties during snowy weather condition (126 of 276).
Rain with high winds
Snow without high winds
Snow with high winds
Figure 5-30 Casualties by weather group and year
478.4
193
354406 395
424358
313
195247
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with rain with high winds
155.4
361
46
106
256
3876 62
103150
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with snow without high winds
45.4 48
16 23
92
31 3828
17
126
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties with snow with high winds
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Casualties against measured temperature and rainfall
The distribution of casualties during rainfall by month in 2018 is shown in Figure 5-32. It can be seen
that December has the highest number of casualties with 285.
Figure 5-32 and Figure 5-34 show that there is not a strong correlation between the two values,
except perhaps between May to August which had the lowest number of casualties during rainfall and
the lowest average UK monthly rainfall.
The casualty data along with measured air temperature and rainfall for 2018 are provided in Figure
5-31, Figure 5-33 and Figure 5-34. From the figures it can be observed that in 2018:
• Quarter 1 (Jan to Mar) – casualty values were at their lowest annually (average of 984 per month) corresponding with low temperatures (4.5oC to 6.5oC) and high/moderate rainfall
• Quarter 2 (Apr to Jun) – casualty values were high (average of 1,172 per month) through increasing air temperature but lowest rainfall
• Quarter 3 (Jul to Sep) – casualty values were at their highest (average of 1,200 per month) corresponding with the highest temperatures (14.0oC to 16.5oC) and moderate/high rainfall; this period corresponds with the school summer holiday
• Quarter 4 (Oct to Dec) – casualty values were high (average of 1,104 per month) with declining temperatures and highest average rainfall.
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Figure 5-31 Number of total casualties by month, 2018
Figure 5-32 Total number of casualties during rainfall by month, 2018
Figure 5-33 Mean UK air temperatures (degrees Celsius) by month, 2018 Notes: (a) Temperature data sourced from DECC Energy Weather: Digest of United Kingdom energy statistics (DUKES). (b) Accessed from https://www.gov.uk/government/statistics/weather-digest-of-united-kingdom-energy-statistics-dukes
Figure 5-34 Mean UK rainfall (millimetres) by month, 2018
Notes: (a) Rainfall data sourced from DECC Energy Trends Statistics. (b) Accessed from https://www.gov.uk/government/statistics/energy-trends-section-7-weather
1,043 946 9631,110
1,2671,138 1,215 1,258
1,128 1,184 1,086 1,042
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Monthly number of casualties, 2018
211
132
187 183
80
2648
108 106140
244285
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Casualties during rainfall
4.6 4.66.5
8.411.4
14.116.4 16.2
14.0
10.6
7.34.7
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Monthly mean UK air temperatures, 2018
182.5
100.5 83.2 79.848.1 59.6 70.9
102.3
154.0 167.0 148.8124.0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Monthley mean UK rainfall, 2018Monthly
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Collisions by weather related contributory factors
Table 5-14 shows the number of collisions during specific weather related contributory factors. It
shows that the number of collisions during specific weather related contributory factors have
increased for slippery road (due to weather) and for rain, sleet, snow, or fog from 2017 to 2018.
‘Slippery road (due to weather)’ showed the largest increase compared to 2017.
Table 5-14 Number of collisions involving specific weather related contributory factors, 2017 and 2018
Contributory Factor 2017 2018
103 Slippery road (due to weather) 557 593
307 Travelling too fast for conditions 555 522
706 Dazzling sun 115 100
707 Rain, sleet, snow, or fog 146 151
708 Spray from other vehicles 46 41
Appendix Table M-13 to Table M-16 provide further breakdown of the number of casualties and
collisions attributed to the weather related contributory factors.
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Junctions
This topic of interest focuses on collisions and casualties occurring at junctions. For additional
statistics on junctions refer to Appendix Table P-1 to Table P-14 which provide breakdowns of
collisions and casualties by junction detail, junction control, road name, vehicle type, driver age,
contributory factors and severity.
Junction summary
Figure 5-35 shows a breakdown of KSI casualties by junction type and year. It can be seen that
crossroads and roundabouts increased in 2018 compared to 2017, with cross roads increasing to 28
from 15 in 2017. Slip road related KSI casualties decreased to 137 in 2018 from 155 in 2017. T or
staggered junctions decreased to 109 in 2018 from 123 in 2017. These values, however, remain
significantly higher to those of the crossroads.
Figure 5-36 gives a summary of casualties reported at junctions. It can be seen that 3,240 casualties
were recorded at junctions in 2018. Of the 429 KSI casualties at junctions, 137 were recorded at slip
roads, 122 at roundabouts and 109 at T or staggered junctions; which equates to 85.8 per cent.
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T or staggered
Crossroad
Roundabout
Slip road
Private drive Figure 5-35 KSI casualties by junction detail and year
153.0127 117 125
110
157134 142
123109
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
T or staggered - KSI casualties
36.4
2832
2924
20 22
30
15
28
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Crossroads - KSI casualties
129.2112
127
103 100122
97
134120 122
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Roundabout - KSI casualties
195.8
162 169
130151
130 126141
155137
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Slip road - KSI casualties
25.420 20 22
26
18
27
15 15
9
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Private drive or entrance - KSI casualties
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3,240 casualties recorded at junctions in 2018
Total casualties
2,639 of the 3,240 casualties at junctions in 2018 assigned to cars
?
Car Motorcycle LGV Pedal cycle HGV Bus / coach Agricultural
vehicle Other27
429 KSI casualties recorded at junctions in 2018
KS
I ca
su
altie
s Young
motorist (17-24)
Other motorist (25-59)
Older motorist (60-69)
Elderly motorist
(70+)
Young rider
(16-19)
Other rider
(20-59)
Older rider
(60-69)
Elderly rider (70+)
53 180 23 45 6 90 7 5
Figure 5-36 Summary of casualties reported at junctions
27 Other includes any ridden horse, tram, mobility scooter and other vehicles plus unknowns
6,044.4
4,9165,436
5,0664,538 4,767 4,488 4,225
3,577 3,240
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties involved at junction by year
2,639
279 151 76 66 14 1 14
Casualties at junctions by vehicle type involved, 2018
137
109
122
28
9
2
0
22
Slip road
T or staggered junction
Roundabout
Crossroads
Private drive or entrance
Junction - more than 4…
Mini-roundabout
Other Junction 2018 KSI casualties
GIVE
WAY
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Vehicle Defects
This topic of interest examines collisions and casualties where vehicle defects (“Tyres illegal,
defective or under inflated”, “Defective lights or indicators”, “Defective brakes”, “Defective steering or
suspension”, “Defective or missing mirrors28”, “Overloaded or poorly loaded vehicle or trailer”) are
listed as at least one of the contributory factors. This indicates a lack of preparation or carelessness
on the part of the driver or rider to ensure the roadworthiness of their vehicle, and therefore casualties
associated with it as the main factor can be considered as preventable.
Appendix Table Q-1 to Table Q-20 provide additional breakdowns of collisions and casualties
involving vehicle defects by road name, road/weather condition, casualty type, contributory factors
and severity.
Casualties resulting from illegal, defective or under-inflated tyres
The number of total casualties resulting from illegal, defective or under inflated tyres by year is
reported in Figure 5-37. The number of reported casualties related to illegal, defective or under
inflated tyres has significantly reduced since the baseline period; with a reduction in 2018 to 132. This
is a reduction of over 68% since the baseline period.
Figure 5-38 shows the number of KSI casualties related to illegal, defective or under inflated tyres has
fluctuated since the baseline period; the 2018 value of 32 is 47.0 per cent below the baseline average
of 60.4.
Figure 5-37 Casualties involving illegal, defective or under-inflated tyres by year
28
Casualties with regard to “defective or missing mirror” is not significant in terms of values and therefore a sub-section with
regard to this vehicle defect is not included in this report.
414.8374
312 331
225267
215182
136 132
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of casualties
132 casualties involving illegal, defective or under inflated tyres
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Figure 5-38 KSI casualties involving illegal, defective or under-inflated tyres by year
Casualties resulting from defective lights or indicators
The number of total casualties resulting from defective lights or indicators by year is reported in Figure
5-39. The number of reported casualties related to defective lights or indicators has fluctuated since
the baseline period; with a reduction in 2018 to 9.
Figure 5-40 shows the number of KSI casualties related defective lights or indicators which has again
fluctuated since the baseline period; the 2018 value of one is 4.4 below the baseline average of 5.4.
Figure 5-39 Casualties involving defective lights or indicators by year
Figure 5-40 KSI casualties involving defective lights or indicators by year
60.4
39
54
41
29
54
33 32
17
32
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of KSI casualties
23.8
18
32
24
1210
1713
19
9
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of casualties
5.4
2
7 7
1
3
1
0
2
1
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of KSI casualties
32 KSI casualties involving illegal, defective or under inflated tyres
9 casualties involving defective lights or indicators
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Casualties resulting from defective brakes
The number of total casualties resulting from defective brakes by year is reported in Figure 5-41. The
number of reported casualties related to defective brakes has generally decreased between 2014 and
2017 prior to the increase in 2018. The 2018 value is still 25.8 per cent below the baseline average of
103.8.
Figure 5-42 shows the number of KSI casualties related to defective brakes has increased from six in
2013 to 13 in 2018, which is only 1.2 below the baseline average of 14.2.
Figure 5-41 Casualties involving defective brakes by year
Figure 5-42 KSI casualties involving defective brakes by year
Casualties resulting from defective steering or suspension
The number of total casualties resulting from defective steering or suspension by year is reported in
Figure 5-43. The number of reported casualties related to defective steering or suspension has
generally decreased since the baseline period; with a reduction of 40.2 per cent in 2018 to 50.
Figure 5-44 shows the number of KSI casualties related to defective steering or suspension has
fluctuated since the baseline period but with an increasing trend since 2016. The 2018 value of 14 is
therefore above the baseline average of 11.6.
103.8 101115 119
77
10794
8071 77
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of casualties
14.2
9 9
15
6
910
11 1113
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of KSI casualties
77 casualties involving defective brakes
13 KSI casualties involving defective brakes
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Figure 5-43 Casualties involving defective steering or suspension by year
Figure 5-44 KSI casualties involving defective steering or suspension by year
Casualties resulting from overloaded or poorly loaded vehicle or
trailer
The number of total casualties resulting from overloaded or poorly loaded vehicle or trailer by year is
reported in Figure 5-45. The number of reported casualties related to overloaded or poorly loaded
vehicle or trailer has reduced since the baseline period except for 2010; with a reduction in 2018 to
31.
Figure 5-46 shows the number of KSI casualties related to overloaded or poorly loaded vehicle or
trailer has fluctuated but with a downward trend since the baseline period; the 2018 value of 4 is 80.4
per cent below the baseline of 20.4.
83.6
70
8173
6167
62
40
5950
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of casualties
11.6 12 12
35
1415
1012
14
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of KSI casualties
50 casualties involving defective steering or suspension
14 KSI casualties involving defective steering or suspension
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Figure 5-45 Casualties involving overloaded or poorly loaded vehicle or trailer by year
Figure 5-46 KSI casualties involving overloaded or poorly loaded vehicle or trailer by year
128.4 132
10087 87
62 61
4635 31
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of casualties
20.418
14
1012
5
11 10
4 4
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total number of KSI casualties
31 casualties involving overloaded or poorly loaded vehicle or trailer
4 KSI casualties involving overloaded or poorly loaded vehicle or trailer
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Goods Vehicles
This section considers the traffic and casualty statistics associated with goods vehicles. Heavy Goods
Vehicles (HGVs) and Other Goods Vehicles (Other GVs or LGVs) rely heavily on the SRN to deliver
goods to businesses in the UK and for export and import goods to and from foreign markets.
HGVs are classified and generally reported as goods vehicles where the vehicle gross weight is
greater than 3.5 tonnes, whereas LGVs are those with the gross weight equal to or less than 3.5
tonnes. For the purpose of this report, goods vehicles with unclassified gross weight are also classed
under LGVs (or Other GVs).
Appendix Table R-1 to Table R-18 provide additional breakdowns of collisions and casualties
involving HGVs and LGVs by road name, casualty age, contributory factors and severity.
Changes in HGV and LGV traffic levels
Figure 5-47 outlines the change in traffic levels of HGVs and LGVs by year. The table shows that in
2018, the amount of HGV traffic (101.81 HMVM) was significantly less than that of LGV traffic (146.80
HMVM). The difference between HGV and LGV traffic levels has more than tripled from 13.66 HMVM
in 2010 to 44.99 HMVM in 2018.
LGV
Estimated traffic (HMVM) 2.5 per cent from 2017 (143.18 to 146.80)
Figure 5-47 Estimated traffic levels for HGV and LGV (Other GV) on the SRN
Comparison of casualties and casualty rates involving goods
vehicles
Comparison of casualties and casualty rates involving either LGVs or HGVs is provided in Figure 5-48
and Figure 5-49 respectively. As shown by the figures, the likelihood of KSI or total casualties
involving a HGV is greater than that for LGV. Comparing KSI casualty rates for 2018 shows that the
KSI casualty rate for HGVs (3.50 KSI casualties per HMVM) is approximately one and a half times
that of the value for LGVs (2.42 KSI casualties per HMVM).
It can be seen from Figure 5-48 that KSI casualty rates involving LGVs increased for the fifth time
(2014 – 2018), whereas the total casualty rate generally decreased over the same period. The
corresponding KSI casualties and total casualties (to a lesser extent) also followed a similar trend.
94.77
91.44 89.32 87.37 88.3991.88
96.96 98.01101.20 101.81103.02 105.10
108.77112.01
116.37122.19
129.22
136.60143.18
146.80
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
HGV
LGV (other GV)
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(a) KSI casualties and KSI rate involving LGVs
(b) Total casualties and total rate involving LGVs
Notes: (a) Figure reports number of KSI and total casualties involving at least one LGV in a collision. (b) Casualty rates based on traffic values provided in Figure 5-47.
Figure 5-48 Number of KSI and total casualties involving at least one LGV
(a) KSI casualties and KSI rate involving HGVs
(b) Total casualties and total rate involving HGVs
Notes: (a) Figure reports number of KSI and total casualties involving at least one HGV in a collision. (b) Casualty rates based on traffic values provided in Figure 5-47.
Figure 5-49 Number of KSI and total casualties involving at least one HGV
275.8
230
225
214
205
255
276
315
338
355
2.68
2.192.07
1.911.76
2.09 2.142.31 2.36 2.42
KSI casualties
KSI casualty rate (cas' per HMVM)
2,8
12.0
2,3
47
2,4
84
2,2
33
2,2
42
2,6
04
2,7
81
2,8
95
2,7
73
2,5
61
27.28
22.32 22.83
19.9319.26
21.39 21.52 21.1919.37
17.45
Total casualties
Total casualty rate (cas' per HMVM)
556.0
409
363
377
438
401
412
409
353
356
5.87
4.474.06
4.31
4.95
4.41 4.25 4.17
3.49 3.50
KSI casualties
KSI casualty rate(cas' per HMVM)
4,3
87.6
3,3
22
3,2
41
3,0
03
3,1
10
3,1
24
3,0
52
2,6
88
2,3
39
2,0
37
46.29
36.3336.28 34.37 35.18
34.3331.48
27.42
23.11
20.01
Total casualties
Total casualty rate(cas' per HMVM)
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HGV and LGV casualties by road classification and name
As seen in Figure 5-50 the number of KSI casualties involving at least one LGV increased on
motorways and A-road dual carriageways in 2018 from 2017. The number of KSI casualties on both
these roads have been increasing since 2013 (with exception in 2016 for A-road dual carriageways).
The number of KSI casualties involving at least one LGV on A-road single carriageways decreased to
58 in 2018 from 64 in 2017 but remains above the baseline average of 50.0.
As seen in Figure 5-51, the number of KSI casualties involving at least one HGV on motorways and
A- road dual carriageways decreased from 187 in 2017 to 176 in 2018 and 120 to 118. However, the
number of KSI casualties on A-road single carriageways increased from 46 in 2017 to 62 in 2018.
Figure 5-50 Number of KSI casualties involving at least one LGV
Figure 5-51 Number of KSI casualties involving at least one HGV
132.4
112123
9180
101110
129
161 163
93.484
60
77 7287
96
138
113
134
50.0
3442 46
5367 70
48
6458
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway
291.0
225
193 183205 211
226
185 187176
187.6
132119
133
159118 116
170
120 118
77.452 51 61
74 72 7054 46
62
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
MotorwayA-road dual carriagewayA-road single carriageway
134 KSI casualties involving LGVs on A-road dual carriageway
62 KSI casualties involving HGVs on A-road single carriageways
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Table 5-15 shows the number of casualties involving LGVs by top 10 roads; the M25 had the most
casualties involving LGVs in 2018 (246), and is an increase from 231 in 2017. In addition, there were
notable rises in casualties involving LGVs between 2017 and 2018 on the A30 and M5 followed by the
M20 and the A1(M).
Casualties involving LGVs by top 20 road names are provided in Appendix Table R-3.
Similarly, Table 5-16 shows the number of casualties involving HGVs by top 10 roads. It can be seen
that considerably more casualties involving HGVs occurred on the M6, M25 and M1 than any other
road on the SRN. This is despite the decrease in the number of casualties across all three roads in
2018. There was a notable increase in casualties on the A47; an increase from 37 in 2017 to 70 in
2018.
Casualties involving HGVs by top 20 road names are provided in Appendix Table R-5.
Table 5-15 Casualties involving LGVs by top 10 roads
Rank Road Name
BSL (2005-2009)
2011 2012 2013 2014 2015 2016 2017 2018
2018 change from
2010
BSL (2005-2009) 2016 2017
1 M25 192.2 155 202 185 143 180 219 294 231 246 28.0% 16.3% 6.5%
2 M6 244.4 190 216 162 157 232 237 200 225 211 -13.7% 5.5% -6.2%
3 M1 275.4 183 192 216 169 171 163 210 216 184 -33.2% -12.4% -14.8%
4 A1 149.8 101 107 79 90 106 118 117 120 95 -36.6% -18.8% -20.8%
5 M20 28.2 22 12 31 23 30 27 30 69 82 190.8% 173.3% 18.8%
6 A30 24.8 23 12 30 32 60 52 51 49 78 214.5% 52.9% 59.2%
7 A27 66.6 64 64 51 85 60 69 67 69 73 9.6% 9.0% 5.8%
8 A1(M) 66.4 76 57 62 71 57 59 101 60 71 6.9% -29.7% 18.3%
9 M5 81.4 62 128 49 40 57 43 51 51 62 -23.8% 21.6% 21.6%
10 A5 49.6 53 71 52 63 64 80 75 56 56 12.9% -25.3% 0.0%
Notes: (a) Table reports the number of casualties involving at least one LGV. (b) Ranked by 2018. (c) Values may be skewed by amount of LGV traffic on a road.
Table 5-16 Casualties involving HGVs by top 10 roads
Rank Road Name
BSL (2005-2009)
2011 2012 2013 2014 2015 2016 2017 2018
2018 change from
2010
BSL (2005-2009) 2016 2017
1 M6 468.6 382 323 321 334 337 314 233 267 238 -49.2% 2.1% -10.9%
2 M25 522.4 351 377 331 376 322 315 259 286 209 -60.0% -19.3% -26.9%
3 M1 494.8 358 292 315 292 333 336 254 215 155 -68.7% -39.0% -27.9%
4 M62 151.2 170 110 117 103 112 128 103 87 88 -41.8% -14.6% 1.1%
5 A14 174.6 144 118 98 86 98 104 103 78 86 -50.7% -16.5% 10.3%
6 A1 205.0 146 151 118 152 112 130 107 84 83 -59.5% -22.4% -1.2%
7 A47 40.4 49 36 27 32 33 34 38 37 70 73.3% 84.2% 89.2%
8 M4 119.4 112 94 100 85 101 73 79 51 62 -48.1% -21.5% 21.6%
9 M5 136.8 89 151 124 57 62 69 88 91 58 -57.6% -34.1% -36.3%
10 A5 70.2 61 56 64 56 76 52 73 54 57 -18.8% -21.9% 5.6%
Notes: (a) Table reports the number of casualties involving at least one HGV. (b) Ranked by 2018. (c) Values may be skewed by amount of HGV traffic on a road.
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Contributory factors
Table 5-17 shows that the most common contributory factor assigned to LGV drivers (in terms of the
resulting casualties) was “Failed to look properly”. Of note, for the 2,561 casualties involving a LGV
driver, 9.7 per cent of the LGV drivers were recorded as “Following too close”.
As shown in Table 5-18, the contributory factor “Vehicle blind spot” which is in the “Vision affected by”
group was in the top five contributory factors assigned to HGV drivers (in terms of the resulting
casualties) in 2018. “Failed to look properly” was assigned to 23.5 per cent of HGV drivers in 2018.
Table 5-17 Top 10 contributory factors assigned to LGV drivers by casualty, 2018
Rank Contributory Factor 2018 Percentage of casualties
involving LGVs, 2018
1 405 Failed to look properly 496 19.4%
2 406 Failed to judge other person’s path or speed 394 15.4%
3 308 Following too close 249 9.7%
4 602 Careless, reckless or in a hurry 184 7.2%
5 408 Sudden braking 106 4.1%
6 403 Poor turn or manoeuvre 104 4.1%
7 509 Distraction in vehicle 82 3.2%
8 307 Travelling too fast for conditions 81 3.2%
9 410 Loss of control 76 3.0%
10 503 Fatigue 67 2.6%
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Behaviour or inexperience Road environment
Notes: (a) Table reports the number of casualties where the specified contributory factor was recorded against at least one LGV
driver. (b) In 2018, there was a total of 2,561 casualties involving at least one LGV.
Table 5-18 Top 10 contributory factors assigned to HGV drivers by casualty, 2018
Rank Contributory Factor 2018 Percentage of casualties
involving HGVs, 2018
1 405 Failed to look properly 479 23.5%
2 406 Failed to judge other person’s path or speed 331 16.2%
3 308 Following too close 125 6.1%
4 710 Vehicle blind spot 116 5.7%
5 602 Careless, reckless or in a hurry 110 5.4%
6 403 Poor turn or manoeuvre 100 4.9%
7 509 Distraction in vehicle 89 4.4%
8 408 Sudden braking 56 2.7%
9 303 Disobeyed double white lines 48 2.4%
10 706 Dazzling sun 45 2.2%
Key (CF groups):
Driver/Rider error or reaction Vision effected by Injudicious action
Behaviour or inexperience Impairment or distraction
Notes: (a) Table reports the number of casualties where the specified contributory factor was recorded against at least one HGV
driver. (b) In 2018, there was a total of 2,037 casualties involving at least one HGV.
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Motorcycle Users
This topic of interest analyses the number of motorcycle rider and/or passenger (motorcycle user)
casualties occurring on the SRN. Additional data on this topic is provided in Appendix Table S-1 to
Table S-10.
In 2018, motorcycle users accounted for 12.8% of fatalities (32 of 250) and 17.8 per cent of KSI
casualties (353 of 1,987) on the SRN.
Motorcycle user casualties by severity
Figure 5-52 highlights the changes in motorcycle user fatalities and KSI casualties since 2010. From
the figure it can be seen that the number of fatalities and KSI casualties in 2018 remained below the
corresponding baseline average.
Assessing the trends in the figure below indicates that the number of motorcycle user KSI casualties
has been fluctuating since the baseline.
Figure 5-52 Number of motorcycle user fatalities and KSI casualties by year
44.0
30
23
23
37
30
29
27
25
32
2015
2014
2013
2012
2011
2010
BSL
No. of fatalities
2016
2017
2018
374.4
303
330
295
314
345
318
372
326
353
2015
2014
2013
2012
2011
2010
BSL
No. of KSIcasualties
2016
2017
2018
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Casualties involving motorcycles by road classification and name
The trends for the number of fatalities involving motorcycle users on non-built-up (NBU) A-road single
carriageways and non-built-up A-road dual carriageways are shown in Figure 5-53. The figure shows
that the number of fatalities involving motorcycle users on NBU A-road single carriageways
decreased to 8 in 2018 from 11 in 2017. The number of fatalities involving motorcycle users on NBU
A-road dual carriageways increased to 14 in 2018 from 9 in 2017. The trend indicates that the number
of fatalities for this road type is fluctuating around an average of 10 since 2010.
Note: There were nine fatalities involving motorcycle users on motorways and two
on built-up A-roads (dual carriageway).
Figure 5-53 Fatalities involving motorcycle users on non-built-up A-road single and dual carriageways by year
11.4
8 8
1110
18
1110
11
8
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road single carriageway non-built-up
15.0
10 10
6
11
8
12
109
14
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
A-road dual carriageway non-built-up
Fatalities involving motorcycle users on NBU A-road single carriageways 8 fatalities
Fatalities involving motorcycle users on NBU A-road dual carriageways 14 fatalities
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Figure 5-54 shows the number of KSI casualties involving motorcycle users by road classification.
Each road type had a decrease in the number of KSI casualties from 2014 to 2015 followed by an
increase in 2016, a decrease in 2017 and again an increase in 2018. It is apparent that motorcycle
KSI casualties, on the motorway network, shows an increasing trend. From the figure it can be
calculated that 360 KSI casualties involved a motorcycle. When this value is compared to that in
Figure 5-52 (353) The majority of KSI casualties involving a motorcycle are actually motorcycle users.
Figure 5-54 KSI casualties involving motorcycle users by road class and year
Table 5-19 lists casualties involving motorcycle users by top 10 roads. It can be seen that although
the A5, which has less than half the motorcycle traffic of the M25, has 12 more casualties than M25.
Table 5-19 Casualties involving motorcycle users by top 10 roads
Rank Road Name
BSL (2005-2009)
2011 2012 2013 2014 2015 2016 2017 2018
2018 change from
2010
BSL (2005-2009) 2016 2017
1 A27 44.0 38 46 28 51 54 62 51 42 61 38.6% 19.6% 45.2%
2 M1 54.2 49 21 24 23 38 15 15 11 43 -20.7% 186.7% -
3 A5 57.2 53 63 44 54 60 67 47 46 40 -30.1% -14.9% -13.0%
4 A47 30.2 25 28 28 33 25 15 21 24 29 -4.0% 38.1% 20.8%
5 M25 68.6 62 73 45 35 52 44 37 41 28 -59.2% -24.3% -31.7%
6 A2 21.8 18 21 23 24 34 29 23 20 27 23.9% 17.4% 35.0%
7 A46 31.4 22 21 24 18 24 37 34 32 26 -17.2% -23.5% -18.8%
8 A38 33.6 27 35 45 30 38 33 44 25 22 -34.5% -50.0% -12.0%
9 A1 42.2 29 29 27 28 30 16 24 22 21 -50.2% -12.5% -4.5%
10 M4 36.8 27 36 27 27 23 21 30 20 21 -42.9% -30.0% 5.0%
Note: (a) Values in the table report the number of casualties where at least one motorcycle user was recorded as being involved. (b) Ranked by 2018.
131.0118
113
86
8598
88
100 97
112
158.6
125
153141 141
165153
185
154 159
96.4
6575 76
98 10191
9480
89
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorway
A-road dual carriageway
A-road single carriageway112 KSI casualties involving motorcycle users on motorways
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Hard shoulders
This section provides collision and resulting casualty information involving motorway hardshoulders
and A-road lay-bys.
Comparison between hardshoulders and lay-bys
Figure 5-55 shows the total number of casualties involving either motorway hardshoulders or lay-bys
or A-road lay-bys at point of impact by road classification and year.
In 2018, 104 casualties occurred on motorways and 131 casualties occurred on A-roads, of which 103
were on A-road dual carriageways.
Motorway
A-road
A-road dual carriageway
A-road single carriageway
Figure 5-55 Casualties involving either a hardshoulder or lay-by by road classification and year
184.8164 165
112 12199 99
84100 104
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total motorway casualties
187.8172 183
131 142 140 146123
143 131
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road casualties
145.6 136 134
102 105 10997 107
121103
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road dual carriageway casualties
42.236
49
2937
31
49
1622
28
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total A-road single carriageway casualties
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Hardshoulder and lay-by casualties resulting from fatigue or
distraction
Figure 5-56 focuses specifically on the number of casualties involving hardshoulders and lay-bys
linked to fatigue and distraction inside the vehicle. These factors are potentially attributed to the driver
of the vehicle inadvertently drifting into the hardshoulder or lay-by and colliding with a stationary
vehicle.
Figure 5-56 shows that the number of casualties involving hardshoulders or lay-bys resulting from
fatigue has decreased to 21 in 2018 from 25 in 2017.
The number of casualties where distraction was involved has increased, by two, to 10 in 2018 from 8
in 2017.
Fatigue 58.0 per cent from BSL (50.0) Distraction in vehicle 36.7 per cent from BSL (15.8)
Figure 5-56 Casualties involving either a hardshoulder or lay-by resulting from fatigue or distraction inside the vehicle by year
50.0
29
20
26
30
21
16
10
25
21
15.8
12 11 10
1922 22
118
10
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Fatigue
Distraction in vehicle
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Collisions Type
This topic of interest analyses the number of collisions occurring on the SRN by collision type.
Additional statistics on this are provided in Appendix Table U-1 to Table U-26.
The four most common types of collision are:
• Shunt
• Single vehicle run off
• Overtake
• Head on A brief description of each of the four most common types of collision can be found in Figure 5-57.
f
Overtake: A collision involving at least one vehicle recorded as
overtaking another vehicle.
Single vehicle run off: A collision involving a single vehicle (excludes collisions
involving pedestrians).
Head on: A collision involving at least two vehicles moving in
opposite directions at point of impact, where both
vehicles first point of impact was recorded as “Front”.
Vehicles that were parked, or where the vehicle
movement was unknown are not included.
Shunt: A collision involving at least two vehicles moving in the
same direction at point of impact, where one vehicle’s
first point of impact was recorded as “Front” and the
other vehicle’s as “Back”. Vehicles that were parked, or
where the vehicle movement was unknown are not
included.
Figure 5-57 Diagrams of collision types
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Casualties by collision type and severity
Table 5-20 provides a breakdown of the number of casualties by severity and collision type. When
considering fatalities, associated with the four collision types, only shunt showed an increase from
2017 to 2018. The number of seriously injured casualties (and hence KSIs) of this collision type also
increased over this period, but slightly injured casualties and consequently the total casualties
decreased.
The figure shows that the majority of casualties are involved in shunt collisions. However, when
considering the severity ratio (i.e. percentage of casualty severity to total casualty ratio) shunt
collisions have the least KSI severity ratio (9.2 per cent), whilst head on collisions have the highest
(32.6 per cent), which could indicate this is the more severe collision type when they occur.
Table 5-20 Casualties by collision type, 2018
Severity/ Collision type
Killed Seriously injured
KSI Slightly injured
Total
Head on 25 111 136 281 417
Shunt 57 492 549 5,430 5,979
Overtake 10 106 116 427 543
Single vehicle run off
27 308 335 1,160 1,495
Notes: (a) Casualties may fall within more than one collision type and hence may be counted more than once.
(b) See Figure 5-57 for definitions of collisions types.
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KSI casualties by collision type and road classification
A breakdown of KSI casualties by collision type and road classification can be found in Table 5-21. It
can be seen that motorway and A-road dual carriageway have greater numbers of KSI casualties
involved in shunt collisions, 293 and 199 respectively, with A-road single carriageway having 57 KSI
casualties in 2018.
Table 5-21 KSI casualties by road class and collision type, 2018
Road
classification/
Collision type
Motorway A-road A-road dual
carriageway
A-road single
carriageway
Head on 7 129 15 114
Shunt 293 256 199 57
Overtake 31 85 39 46
Single vehicle
run off 143 192 156 36
Notes: (a) Casualties may fall within more than one collision type and hence may be counted more than once. (b) See Figure 5-57 for definitions of collisions types.
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Vulnerable and Non-motorised Users
This section provides KSI casualty information involving vulnerable29 and non-motorised30 users
including contributory factors associated with the individual user groups.
Vulnerable and non-motorised KSI casualties by year
Figure 5-58 shows the distribution of vulnerable and non-motorised user KSI casualties by year
including the baseline. It can be seen that vulnerable user KSI casualties increased to 484 in 2018,
from 453 in 2017; but is 7.7 per cent below the baseline. It can also be seen that non-motorised user
KSI casualties increased to 131 in 2018, from 127 in 2017; but is 12.7 per cent below the baseline.
Vulnerable users
Non-motorised user
Figure 5-58 Vulnerable and non-motorised user KSI casualties by year
29
Vulnerable users include pedestrians, pedal cyclists and motorcycle users (and also equestrians, which however had no
recorded KSI casualties). 30
Non-motorised users include pedestrians, pedal cyclists and equestrians (no recorded KSI casualties).
524.4461 466
431 438504
430
510453
484
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Vulnerable user KSI casualties
150.0 158136 136 124
159
112138 127 131
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Non-motorised user KSI casualties
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Figure 5-59 shows the distribution of KSI casualties across the vulnerable and non-motorised user
categories. It can be seen that out of the vulnerable user categories motorcycle users make up the
largest proportion with 353 KSI casualties in 2018; this is 72.9 per cent of all vulnerable user KSI
casualties in 2018. From Figure 5-59 it can also be seen that the number of pedal cyclist KSI
casualties has fallen for 2 successive years and is significantly below baseline and at 66% of levels
seen in 2010.
Pedestrians
Pedal cyclists
Motorcycle users
Figure 5-59 Vulnerable and non-motorised user KSI casualties by subordinate categories by year
Vulnerable and non-motorised KSI casualties by road type
Figure 5-60 shows the distribution of the 2018 vulnerable and non-motorised user KSI casualties
along with their subordinate categories by road classification. It can be seen that the majority of both
vulnerable and non-motorised user KSI casualties occurred on A-roads in 2018; with 70.9 per cent of
vulnerable and 76.3 per cent of non-motorised user KSI casualties occurring on A-roads in 2018. It
can also be seen from Figure 5-60 that there was an increase in motorcycle and pedestrian KSI
casualties across motorways and A-road dual carriageways in 2018.
109.0 10694
82 90108
7294 87 96
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedestrian KSI casualties
41.052
4254
34
5140 44 40 35
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Pedal cyclist KSI casualties
374.4
303330
295 314345
318372
326353
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Motorcycle user KSI casualties
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2018 KSI casualties (% change from 2017)
Motorway
A-road
A-road dual carriageway
A-road single carriageway
Vulnerable users
141 343 219 124
Non-motorised users
31 100 63 37
Pedestrians
31 65 43 22
Pedal cyclists
0 35 20 15
Motorcycle users
110 243 156 87
Note: Pedestrian casualties include people who have alighted from vehicles and road workers.
Figure 5-60 Vulnerable and non-motorised user KSI casualties by road classification
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Contributory factors
Table 5-22 provides the top 10 contributory factors assigned to pedestrian casualties. The values
represent the number of KSI casualties where the specified contributory factor was recorded against
at least one pedestrian casualty. Table 5-23 and Table 5-24 provide the same information but for
where the record is against at least one pedal cyclist and motorcycle user respectively.
Table 5-22 Top 10 contributory factors assigned to pedestrian casualties by KSI casualties involved
Rank Contributory Factor 2016 2017 2018
1 805 Dangerous action in carriageway (eg. playing) 19 15 26
2 809 Pedestrian wearing dark clothing at night 17 12 21
3 802 Failed to look properly 21 26 20
4 810 Disability or illness, mental or physical 13 12 19
5 806 Impaired by alcohol 15 16 15
6 803 Failed to judge vehicle’s path or speed 13 9 15
7 808 Careless, reckless or in a hurry 9 13 12
8 807 Impaired by drugs (illicit or medicinal) 6 6 11
9 804 Wrong use of pedestrian crossing facility 3 5 2
10 801 Crossing road masked by stationary or parked vehicle 1 2 1
Key (CF groups):
Pedestrian
Notes: (a) Table reports the number of KSI casualties where the specified contributory factor was recorded against at least
one pedestrian casualty. (b) Table sorted by 2018 values.
Table 5-23 Top 10 contributory factors assigned to pedal cyclists by KSI casualties involved
Rank Contributory Factor 2016 2017 2018
1 405 Failed to look properly 3 6 8
2 310 Cyclist entering road from pavement 6 2 3
3 403 Poor turn or manoeuvre 2 0 3
- 501 Impaired by alcohol 2 0 3
5 406 Failed to judge other person’s path or speed 8 5 2
6 506 Not displaying lights at night or in poor visibility 2 0 2
7 305 Illegal turn or direction of travel 0 0 2
- 407 Too close to cyclist, horse rider or pedestrian 0 0 2
9 507 Rider wearing dark clothing 2 3 1
10 410 Loss of control 2 2 1
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Notes: (a) Table reports the number of KSI casualties where the specified contributory factor was recorded against at least
one pedal cyclist. (b) Table sorted by 2018 values.
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Table 5-24 Top 10 contributory factors assigned to motorcycle users by KSI casualties involved
Rank Contributory Factor 2016 2017 2018
1 406 Failed to judge other person’s path or speed 61 57 70
2 405 Failed to look properly 62 54 65
3 410 Loss of control 61 56 62
4 403 Poor turn or manoeuvre 29 29 36
5 307 Travelling too fast for conditions 20 23 33
6 308 Following too close 20 20 27
7 602 Careless, reckless or in a hurry 26 38 26
8 605 Learner or inexperienced driver/rider 19 13 23
9 103 Slippery road (due to weather) 14 15 16
10 306 Exceeding speed limit 23 18 12
Key (CF groups):
Driver/Rider error or reaction Behaviour or inexperience Injudicious action
Road environment
Notes: (a) Table reports the number of KSI casualties where the specified contributory factor was recorded against at least
one motorcycle user. (b) Table sorted by 2018 values.
Table 5-25 provides the top 10 contributory factors for KSI casualties where the collision involved at
least one pedestrian casualty. Table 5-26 and Table 5-27 provide the same information but for where
the collision involved at least one pedal cyclist and motorcycle user respectively.
“Failed to look properly” was in the top 2 contributory factors for KSI casualties across all three
vulnerable user categories. The majority (8 of 10) of the top 10 contributory factors involving
pedestrian casualties were in the pedestrian contributory factor group. Driver/Rider error or reaction is
the common grouping across all three user categories and make up half the top 10 contributory
factors involving pedal cyclists and motorcycle users.
Table 5-25 Top 10 contributory factors for KSI casualties involving pedestrian casualties
Rank Contributory Factor 2016 2017 2018
1 805 Dangerous action in carriageway (eg. playing) 19 15 26
2 802 Failed to look properly 21 26 22
3 809 Pedestrian wearing dark clothing at night 17 12 21
4 810 Disability or illness, mental or physical 13 12 19
5 806 Impaired by alcohol 15 16 15
6 803 Failed to judge vehicle’s path or speed 13 9 15
7 808 Careless, reckless or in a hurry 9 13 12
8 807 Impaired by drugs (illicit or medicinal) 6 6 11
9 405 Failed to look properly 11 5 10
10 509 Distraction in vehicle 4 6 5
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Pedestrian
Notes: (a) Table reports the number of KSI casualties involving at least one pedestrian casualty where at least one of the
specified contributory factors was recorded. (b) Table sorted by 2018 values.
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Table 5-26 Top 10 contributory factors for KSI casualties involving pedal cyclists
Rank Contributory Factor 2016 2017 2018
1 405 Failed to look properly 12 17 19
2 406 Failed to judge other person’s path or speed 12 7 9
3 407 Too close to cyclist, horse rider or pedestrian 4 9 7
4 403 Poor turn or manoeuvre 2 1 5
5 602 Careless, reckless or in a hurry 3 6 3
6 501 Impaired by alcohol 2 3 3
7 310 Cyclist entering road from pavement 7 2 3
8 410 Loss of control 2 3 2
9 506 Not displaying lights at night or in poor visibility 2 0 2
10 305 Illegal turn or direction of travel 1 0 2
Key (CF groups):
Driver/Rider error or reaction Impairment or distraction Injudicious action
Behaviour or inexperience
Notes: (a) Table reports the number of KSI casualties involving at least one pedal cyclist where at least one of the specified
contributory factors was recorded. (b) Table sorted by 2018 values.
Table 5-27 Top 10 contributory factors for KSI casualties involving motorcycle users
Rank Contributory Factor 2016 2017 2018
1 405 Failed to look properly 149 122 119
2 406 Failed to judge other person’s path or speed 100 82 96
3 410 Loss of control 61 56 64
4 403 Poor turn or manoeuvre 49 58 62
5 602 Careless, reckless or in a hurry 44 56 37
6 307 Travelling too fast for conditions 20 23 33
7 308 Following too close 23 21 29
8 605 Learner or inexperienced driver/rider 24 13 25
9 408 Sudden braking 20 34 23
10 103 Slippery road (due to weather) 16 15 18
Key (CF groups)
Driver/Rider error or reaction Behaviour or inexperience Injudicious action
Road environment
Notes: (a) Table reports the number of KSI casualties involving at least one motorcycle user where at least one of the
specified contributory factors was recorded. (b) Table sorted by 2018 values.
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Journey Purpose
This topic of interest provides a summary of journey purpose. For this section casualties are assigned
their journey purpose based upon the vehicle they are associated with. This section excludes
pedestrians from the analysis as the journey purpose for these casualties is unclear.
Journey purpose summary
The trends from Figure 5-61 show that the majority of KSI casualties are recorded with either the
journey purpose missing or with a journey purpose other than those listed within STATS19. Of the
categories within STATS19, journey as part of work accounted for 277 KSI casualties in 2018;
commuting to/from work had a lower value of 203 KSI casualties. These two categories combined
(480 KSI casualties) account for 24.2 per cent of all KSI casualties (1,987) in 2018.
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Commuting to/from work 203 KSI casualties
Journey as part of work 277 KSI casualties
Taking pupil to/from school 6 KSI casualties
Pupil riding to/from school 2 KSI casualties
Other or data missing 1,403 KSI casualties
Note: Analysis excludes pedestrians due to journey purpose of pedestrians being unclear. However, there were 96 pedestrian KSI casualties in 2018
Figure 5-61 KSI casualties by journey purpose and year
199.6169
190
149 160181 182
201185
203
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties assigned to commuting to/from work
399.2
271 271 256 275 290257 254
277 277
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties assigned to journey as part of work
3.0
24
1 14
0 1
7
1
6
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties assigned to taking pupil to/from school
3.04 4
1 1 12 2 2 2
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties assigned to pupil riding to/from school
1,607.4
1,312 1,269 1,207 1,1791,273 1,270
1,4471,301
1,403
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties assigned to other/data missing
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Journey as part of work
Where the journey purpose was specified in STATS19, the highest number of KSI casualties in 2018
(277) are against the ‘Journey as part of work’ category. Figure 5-62 shows these KSI casualties
broken down by casualty type. As seen by the figure, 85 of the KSI casualties were car occupants
(30.7 per cent), 70 were goods vehicle occupants (25.3 per cent) and 63 were HGV occupants (22.7
per cent).
Figure 5-62 KSI casualties by journey as part of work and casualty type, 2018
Figure 5-63 shows the vehicles involved in fatal and serious collisions associated with Journey as part
of work. Of the 815 vehicles involved 330 were HGVs (40.5 per cent), 224 were cars (27.5 per cent)
and 177 were goods vehicles (21.7 per cent).
Figure 5-63 Vehicles involved in fatal and serious collisions associated with journey as part of work, 2018
85
7063
23
9 715
2 3 0
KSI casualties by journey as part of work and casualty type, 2018
330
224
177
23 13 11 13 5 019
Vehicles involved in fatal and serious collision by journey as part of work and vehicle type, 2018
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Commuting to/from work
Where the journey purpose was specified in STATS19, the second highest number of KSI casualties
in 2018 (203) are against the ‘Commuting to/from work’ category. Figure 5-64 shows these broken
down by casualty type and as seen 122 KSI casualties were car occupants (60.1 per cent), 60 were
motorcycle users (29.6 per cent) and 13 were goods vehicle occupants (6.4 per cent).
Figure 5-64 KSI casualties by commuting to/from work and casualty type, 2018
Figure 5-65 shows the vehicles involved in fatal and serious collisions associated with Commuting
to/from work. Of the 415 vehicles involved 297 were cars (71.6 per cent).
Figure 5-65 Vehicles involved in fatal and serious collisions associated with commuting to/from work, 2018.
122
60
135 2 1 0 0 0 0
KSI casualties by commuting to/from work and casualty type, 2018
297
6144
5 5 1 0 0 0 2
Vehicles involved in fatal and serious collision by journey as commuting to/from work and vehicle type, 2018
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Towing
This topic of interest focuses on casualties involving at least one vehicle towing. This section excludes
articulated vehicles from the towing category.
Towing summary
Figure 5-66 and Figure 5-67 give a summary of KSI and total casualties respectively involving at least
one vehicle towing. In 2018, it can be seen that 321 casualties involved at least one vehicle towing,
which is a decrease on the 2017 value (331). Of these casualties, 34 occurred in May and August.
May and August also had the most KSI casualties in 2018, with 8 and 7, respectively, of the 59 that
occurred. It can also be seen that the East region had the highest number of casualties involving
towing with 74 towing casualties in 2018. Both the South West and East regions had 3.5 per cent of
casualties involving towing.Figure 5-68Figure 5-68 gives a summary of towed vehicles involved in
collisions in 2018 along with tow type. It can be seen that 211 vehicles were recorded as towing in
2018. Of the vehicles recorded as towing 112 (53.1 per cent of vehicles recorded as towing) were
recorded with a journey purpose of ‘Journey as part of work’, with 95 of these recorded with a tow
type of ‘Single trailer’.
59 KSI casualties involved a vehicle towing in 2018
KSI casualties
61.0% of KSI towing casualties involved at least one single trailer in 2018
Figure 5-66 Summary of KSI casualties involving towing
6 6 6 58
3 3
7
35
25
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
KSI casualties involving towing (2018)
73.4
47 53 54 5948 54
6658 59
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
KSI casualties involving towing
3
11
36
12
KSI casualties involving towing
Note: Excludes articulated and data missing
Single trailer
Caravan
Double or multiple trailer
Other
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321 casualties involved a vehicle towing in 2018
23.1% of casualties involving towing in 2018 occurred in the East region. 3.5% of East and South West casualties involved towing in 2018
Figure 5-67 Summary of casualties involving towing
1419
2733 34 31 32 34 31
24 2418
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Total casualties involving towing (2018)
626.2
424 458 446374 390 380 405
331 321
BSL 2010 2011 2012 2013 2014 2015 2016 2017 2018
Total casualties involving towing
3.5% 1.5% 1.9% 2.8% 2.0% 3.5% 2.1%
East M25 DBFO Midlands North West South East South West Yorkshire &North East
Percentage of regional casualties involving towing (2018)
North West 47
14.6%
Yorkshire & North East
39 12.1%
Midlands 40
12.5%
East 74
23.1%
South West 45
14.0% South East
48 15.0%
M25 DBFO 28
8.7%
Number of casualties where
at-least one towed vehicle was
involved
Percentage of total casualties where at
least one towed vehicle was
involved
Note: Excludes articulated and data missing
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211 vehicles recorded as towing in 2018
?
Car Motorcycle LGV Pedal cycle HGV Bus / coach Agricultural
vehicle Other31
Journey as part of work accounted for
53.1% of vehicles involved in towing
in 2018
95 of the 112 towed vehicles recorded as journey as part of work were single trailers
Figure 5-68 Summary of towing vehicles by type
31 Other includes any ridden horse, tram, mobility scooter and other vehicles
89
5
31
0
68
012
6
Towing vehicles by type, 2018
2
112
2
0
65
30
Commuting to/from work
Journey as part of work
Taking pupil to/from school
Pupil riding to/from school
Data missing or out ofrange
OtherVehicles involved in towing
Note: Excludes articulated and data missing
0
95
6 11
Break down of vehicles with journey as part of work by tow type, 2018
Double or multiple trailer
Other tow
Caravan Single trailer
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Contributory Factor Classification and Codes
The full listing of contributory factor groupings together with the individual contributory factors are
provided in the table below.
CF Group I: Road environment contributed
101 Poor or defective road surface 106 Traffic calming (e.g. speed cushions, road humps, chicanes)
102 Deposit on road (e.g. oil, mud, chippings) 107 Temporary road layout (e.g. contraflow)
103 Slippery road (due to weather) 108 Road layout (e.g. bend, hill, narrow carriageway)
104 Inadequate or masked signs or road markings 109 Animal or object in carriageway
105 Defective traffic signals 110 Slippery inspection cover or road marking
CF Group II: Vehicle defect
201 Tyres illegal, defective or under inflated 204 Defective steering or suspension
202 Defective lights or indicators 205 Defective or missing mirrors
203 Defective brakes 206 Overloaded or poorly loaded vehicle or trailer
CF Group III: Injudicious action
301 Disobeyed automatic traffic signal 306 Exceeding speed limit
302 Disobeyed 'Give Way' or 'Stop' sign or markings 307 Travelling too fast for conditions
303 Disobeyed double white lines 308 Following too close
304 Disobeyed pedestrian crossing facility 309 Vehicle travelling along pavement
305 Illegal turn or direction of travel 310 Cyclist entering road from pavement
CF Group IV: Driver/Rider error or reaction
401 Junction overshoot 406 Failed to judge other person’s path or speed
402 Junction restart (moving off at junction) 407 Too close to cyclist, horse rider or pedestrian
403 Poor turn or manoeuvre 408 Sudden braking
404 Failed to signal or misleading signal 409 Swerved
405 Failed to look properly 410 Loss of control
CF Group V: Impairment or distraction
501 Impaired by alcohol 506 Not displaying lights at night or in poor visibility
502 Impaired by drugs (illicit or medicinal) 507 Rider wearing dark clothing
503 Fatigue 508 Driver using mobile phone
504 Uncorrected, defective eyesight 509 Distraction in vehicle
505 Illness or disability, mental or physical 510 Distraction outside vehicle
CF Group VI: Behaviour or inexperience
601 Aggressive driving 605 Learner or inexperienced driver/rider
602 Careless, reckless or in a hurry 606 Inexperience of driving on the left
603 Nervous, uncertain or panic 607 Unfamiliar with model of vehicle
604 Driving too slow for conditions or slow vehicle (e.g. tractor)
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CF Group VII: Vision affected by
701 Stationary or parked vehicle(s) 706 Dazzling sun
702 Vegetation 707 Rain, sleet, snow, or fog
703 Road layout (e.g. bend, winding road, hill crest) 708 Spray from other vehicles
704 Buildings, road signs, street furniture 709 Visor or windscreen dirty, scratched or frosted etc.
705 Dazzling headlights 710 Vehicle blind spot
CF Group VIII: Pedestrian only (casualty or uninjured)
801 Crossing road masked by stationary or parked vehicle
806 Impaired by alcohol
802 Failed to look properly 807 Impaired by drugs (illicit or medicinal)
803 Failed to judge vehicle’s path or speed 808 Careless, reckless or in a hurry
804 Wrong use of pedestrian crossing facility 809 Pedestrian wearing dark clothing at night
805 Dangerous action in carriageway (e.g. playing) 810 Disability or illness, mental or physical
CF Group IX: Special codes
901 Stolen vehicle 904 Vehicle door opened or closed negligently
902 Vehicle in course of crime
903 Emergency vehicle on a call 999 Other – Please specify *
* To be used only when no contributory factor is available to describe a particular circumstance which contributed to the
accident (Source: STATS20 “Instructions for the Completion of Road Accident Reports from non-CRASH Sources” Department for Transport, September 2011).
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